Atmm2e v2

Abteilungsrichtlinie ATM Nr.
10b
Air Traffic Management

Manual / General
(ATMM/G)
Volume 2
Air Traffic Services
Status: Approved Version 2
Valid: 2006-11-23 - ufn

Document Management Information:
Document Information:
Document: Abteilungsrichtlinie ATM Nr. 10b
Document (Registration)code: AR ATM 010bE
Document Title: Air Traffic Management Manual / General
Document Short Title: ATMM/G
Volume Number: Volume 2
Volume Title: Air Traffic Services
Application Scope: ACG ATM
Document Responsibilities:
Content: BM ENRO, BM TERM
Editorial: ATM/QM-DOC
Validation: TERM/ATT, ENRO/ATE
Approval: Head of Department ATM
Registration: ATM/QM
Publication: Head of Department ATM
Archiving: ATM/QM-DOC
.
Register
Version: 2 ATMM/G Vol. 2

Status: Approved
Valid: 2006-11-23 - ufn Chapter - Register
Page i of xvii
.TABLE OF CONTENT
Register
Table Of Content ..................................................................................................................................ii
List of Figures ...................................................................................................................................xvi
List of Tables ...................................................................................................................................xvii
1 Air Traffic Services and Units..................................................................1-1

1.1 General...............................................................................................................................................1-2
1.1.1 Abbreviations......................................................................................................................1-2
1.1.2 Definitions...........................................................................................................................1-3
1.1.3 Source Documents.............................................................................................................1-7
1.1.4 References.........................................................................................................................1-8
1.2 ATS - Organisation and Services.....................................................................................................1-9

1.2.1 Air Traffic Services.............................................................................................................1-9
1.2.2 Air Traffic Services Units....................................................................................................1-9
1.2.3 Priority of Services........................................................................................................... 1-10
1.2.4 Areas of Responsibility.....................................................................................................1-10
1.3 Air Traffic Control............................................................................................................................1-11

1.3.1 Objectives of Air Traffic Control........................................................................................1-11
1.3.2 Application of Air Traffic Control Service..........................................................................1-11
1.3.3 Division of Air Traffic Control Services.............................................................................1-13
1.3.4 Air Traffic Control Units.................................................................................................... 1-15
1.4 Flight Information Service..............................................................................................................1-17

1.4.1 Objectives of Flight Information Service...........................................................................1-17
1.4.2 Responsibilities in the Provision of Flight Information Service.........................................1-17
1.4.3 Application of Flight Information Service..........................................................................1-18
1.4.4 Scope of Flight Information Service................................................................................. 1-19
1.5 Alerting Service...............................................................................................................................1-22

1.5.1 Objectives of the Alerting Service.................................................................................... 1-22
1.5.2 Responsibilities in the Provision of Alerting Service.........................................................1-22
1.5.3 Application of Alerting Service..........................................................................................1-24
1.6 Other Services Related to ATS......................................................................................................1-25

1.6.1 Aerodrome Flight Information Units..................................................................................1-25
1.6.2 Air Traffic Flow Management........................................................................................... 1-25
1.6.3 Search and Rescue..........................................................................................................1-25
1.6.4 Military Flight Control........................................................................................................1-25
2 Radio Telephony.......................................................................................2-1
2.1 General...............................................................................................................................................2-2
2.1.1 Abbreviations......................................................................................................................2-2
2.1.2 Definitions...........................................................................................................................2-2
2.1.4 References.........................................................................................................................2-2

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2.2 Radio Communication Procedures.................................................................................................2-4

2.2.1 Communication Procedures...............................................................................................2-4
2.2.2 Phraseologies.....................................................................................................................2-4
3 Coordination.............................................................................................3-1
3.1 General...............................................................................................................................................3-2
3.1.1 Abbreviations......................................................................................................................3-2
3.1.2 Definitions...........................................................................................................................3-6
3.1.3 Source Documents...........................................................................................................3-14
3.1.4 References.......................................................................................................................3-14
3.2 Messages.........................................................................................................................................3-16
3.2.1 Types of Messages..........................................................................................................3-16
3.2.2 Transmission of Messages...............................................................................................3-19
3.2.3 Alerting Messages............................................................................................................3-20
3.2.4 Radio Communication Failure Messages.........................................................................3-21
3.2.5 Current Flight Plan Messages..........................................................................................3-22
3.2.6 Estimate Messages..........................................................................................................3-23
3.2.7 Coordination Messages....................................................................................................3-23
3.2.8 Acceptance Messages.....................................................................................................3-24
3.2.9 Logical Acknowledge Messages......................................................................................3-24
3.2.10 Clearance Messages........................................................................................................3-25
3.2.11 Transfer of Control Messages..........................................................................................3-27
3.2.12 Flow Control Messages....................................................................................................3-27
3.3 Procedures and Commitments......................................................................................................3-28

3.3.1 Standard Procedures & Letters of Agreement.................................................................3-28
3.3.2 Flight Information Service & Alerting Service...................................................................3-31
3.3.3 Exchange of Information..................................................................................................3-32
3.3.4 Flight Level Coordination Between LAUs and ACC and Vice Versa................................3-34
3.3.5 Reduced Vertical Separation Minimum (RVSM)..............................................................3-35
3.3.6 Area Navigation (RNAV) Operations................................................................................3-36
3.3.7 Release............................................................................................................................3-37
3.3.8 Verbal Coordination..........................................................................................................3-38
3.3.9 Phraseology.....................................................................................................................3-39
3.4 ATC Units Providing Services within Contiguous Areas............................................................3-42

3.4.1 Approval Requests...........................................................................................................3-42
3.4.2 Transfer of Control...........................................................................................................3-43
3.4.3 Transfer of Radar Control.................................................................................................3-45
3.4.4 Transfer of Communication..............................................................................................3-47
3.4.5 Termination of Controlled Flight.......................................................................................3-48
3.5 Area Control Service and Approach Control Service..................................................................3-49

3.5.1 Division of Control............................................................................................................3-49
3.5.2 Clearances and Clearance Expiry Times.........................................................................3-49
3.5.3 Exchange of Movement and Control Data.......................................................................3-50
3.6 Approach Control Service and Aerodrome Control Service.......................................................3-53

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3.6.1 Division of Control............................................................................................................3-53

3.6.2 Exchange of Movement and Control Data.......................................................................3-53
3.6.3 Low Visibility Operations..................................................................................................3-54
3.6.4 Radar Approaches...........................................................................................................3-55
3.7 Control Positions within the Same Unit........................................................................................3-56

3.7.1 Flight Plan and Control Information..................................................................................3-56
4 Separation.................................................................................................4-1
4.1 General...............................................................................................................................................4-2
4.1.1 Abbreviations......................................................................................................................4-2
4.1.2 Definitions...........................................................................................................................4-4
4.1.4 References.......................................................................................................................4-13
4.2 General Provisions..........................................................................................................................4-14

4.2.1 Basics...............................................................................................................................4-14
4.2.2 Separation Commitments.................................................................................................4-15
4.3 Vertical Separation..........................................................................................................................4-20

4.3.1 Application........................................................................................................................4-20
4.3.2 Minima..............................................................................................................................4-20
4.4 Procedural Separation....................................................................................................................4-23

4.4.1 Applicable Means and Minima.........................................................................................4-23
4.4.2 Lateral Separation............................................................................................................4-23
4.4.3 Longitudinal Separation....................................................................................................4-23
4.4.4 Separation of Aircraft Holding in Flight.............................................................................4-25
4.4.5 Minimum Separation Between Departing Aircraft............................................................4-25
4.4.6 Separation of Departing Aircraft from Arriving Aircraft.....................................................4-25
4.5 Radar Separation.............................................................................................................................4-27

4.5.1 Separation Application.....................................................................................................4-27
4.5.2 Radar Separation Minima.................................................................................................4-29
4.6 Separation in the Vicinity of Aerodromes.....................................................................................4-33

4.6.1 Vicinity of an Aerodrome..................................................................................................4-33
4.6.2 Reduction of Separation Minima in the Vicinity of Aerodromes.......................................4-33
4.6.3 Runway Separation - Departing Aircraft...........................................................................4-33
4.6.4 Runway Separation for Arriving Aircraft...........................................................................4-34
4.6.5 Reduced Runway Separation...........................................................................................4-35
4.6.6 Minimum Separation Between Departing Aircraft............................................................4-39
4.6.7 Separation of Departing Aircraft From Arriving Aircraft....................................................4-40
4.6.8 Application of Radar Separation in the Vicinity of an Aerodrome.....................................4-42
4.6.9 Visual Approaches...........................................................................................................4-42
4.7 Exemptions from Separation Commitments................................................................................4-45

4.7.1 VMC Climb / Descent.......................................................................................................4-45
4.7.2 Own Separation On Final Approach.................................................................................4-46
4.8 Wake Turbulence Separation.........................................................................................................4-48

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4.8.1 Application and Commitments..........................................................................................4-48

4.8.2 Non Radar Wake Turbulence Separation........................................................................ 4-49
4.8.3 Radar Wake Turbulence Separation................................................................................4-51
4.9 Loss of Separation..........................................................................................................................4-54

4.9.1 Commitments...................................................................................................................4-54
4.9.2 Emergency Separation.....................................................................................................4-55
4.9.3 Reporting..........................................................................................................................4-55
4.10 Essential Traffic Information..........................................................................................................4-56

4.10.1 Commitments...................................................................................................................4-56
4.10.2 Content.............................................................................................................................4-56
4.11 Segregation......................................................................................................................................4-58
4.11.1 Description of Segregation...............................................................................................4-58
4.11.2 Application and Requirements for Segregation................................................................4-58
5 Stripmarking..............................................................................................5-1
5.1 General...............................................................................................................................................5-2
5.1.1 Abbreviations......................................................................................................................5-2
5.1.2 Definitions...........................................................................................................................5-7
5.1.4 References.......................................................................................................................5-12
5.2 VAS Generated Strips.....................................................................................................................5-13

5.2.1 Types of Strips................................................................................................................. 5-13
5.2.2 Parameters for Strip Printing............................................................................................5-14
5.3 Content of Flight Strips..................................................................................................................5-15

5.3.1 Description of Strip Layout...............................................................................................5-15
5.3.2 Local Alterations to Prescribed Field Content..................................................................5-34
5.4 Strip Handling..................................................................................................................................5-35

5.4.1 Strip Forms.......................................................................................................................5-35
5.4.2 Strip Holders.....................................................................................................................5-35
5.4.3 Arranging of Strips............................................................................................................5-36
5.4.4 Preservation of Flight Strips.............................................................................................5-36
5.5 Manual Stripmarking.......................................................................................................................5-37

5.5.1 Use of Flight Strips...........................................................................................................5-37
5.5.2 Writing on Flight Strips.....................................................................................................5-37
5.5.3 Correcting Data on Flight Strips.......................................................................................5-39
5.5.4 Checkmarking.................................................................................................................. 5-39
5.5.5 Discarding of Flight Strips................................................................................................ 5-39
5.6 Abbreviations and Symbols for Stripmarking..............................................................................5-41

5.6.1 Abbreviations....................................................................................................................5-41
5.6.2 Symbols............................................................................................................................5-44
5.6.3 Entering of Time Values...................................................................................................5-46
5.6.4 Stripmarking in Regard to Levels.....................................................................................5-47
5.6.5 Stripmarking in Regard to Speed Control.........................................................................5-49

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5.6.6 Stripmarking in Regard to Releases.................................................................................5-51

5.6.7 Stripmarking in Regard to Restrictions.............................................................................5-53
6 Radar..........................................................................................................6-1
6.1 General...............................................................................................................................................6-2
6.1.1 Abbreviations......................................................................................................................6-2
6.1.2 Definitions...........................................................................................................................6-4
6.1.4 References.......................................................................................................................6-16
6.2 System Capabilities and Limitations.............................................................................................6-17

6.2.1 Use of PSR and SSR.......................................................................................................6-17
6.2.2 Presentation of Radar Information...................................................................................6-18
6.2.3 Communications...............................................................................................................6-19
6.2.4 Provision of Radar Services.............................................................................................6-20
6.3 Use of SSR Transponders..............................................................................................................6-22

6.3.1 SSR Code Management..................................................................................................6-22
6.3.2 Operation of SSR Transponders......................................................................................6-22
6.4 Level Information Based on Mode C.............................................................................................6-23

6.4.1 Verification of Accuracy....................................................................................................6-23
6.4.2 Determination of Level Occupancy..................................................................................6-24
6.5 General Radar Procedures.............................................................................................................6-26

6.5.1 Performance Checks........................................................................................................6-26
6.5.2 Establishment of Radar Identification...............................................................................6-26
6.5.3 SSR Identification Procedures.........................................................................................6-26
6.5.4 PSR Identification Procedures.........................................................................................6-27
6.5.5 Transfer of Radar Identification........................................................................................6-29
6.5.6 Position Information..........................................................................................................6-31
6.5.7 Radar Vectoring...............................................................................................................6-33
6.5.8 Navigation Assistance......................................................................................................6-34
6.5.9 Interruption or Termination of Radar Service...................................................................6-35
6.6 Use of Radar in the ATC Service...................................................................................................6-36

6.6.1 Functions..........................................................................................................................6-36
6.6.2 Coordination of Traffic under Radar and Non Radar Control...........................................6-37
6.6.3 Separation Application.....................................................................................................6-37
6.6.5 Transfer of Radar Control.................................................................................................6-43
6.6.6 Speed Control..................................................................................................................6-45
6.6.7 Emergencies....................................................................................................................6-46
6.6.8 Collision Hazard Information Based on Radar.................................................................6-47
6.6.9 Aircraft Radio Transmitter Failure....................................................................................6-48
6.6.10 Complete Aircraft Communication Failure........................................................................6-49
6.6.11 Aircraft Transponder Failure.............................................................................................6-49
6.6.12 Radar Equipment Failure.................................................................................................6-50
6.6.13 Ground Radio Failure.......................................................................................................6-51

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6.7 Use of Radar in the APP Service...................................................................................................6-53

6.7.1 General Provisions...........................................................................................................6-53
6.7.2 Functions..........................................................................................................................6-53
6.7.3 Approach Radar Procedures............................................................................................6-54
6.8 Use of Radar in the Aerodrome Control Service..........................................................................6-56

6.8.1 Functions..........................................................................................................................6-56
6.8.2 Aerodrome Radar Procedures.........................................................................................6-56
7 Wake Turbulence and Jet Blast Hazards................................................7-1

7.1 General...............................................................................................................................................7-2
7.1.1 Abbreviations......................................................................................................................7-2
7.1.2 Definitions...........................................................................................................................7-2
7.1.4 References.........................................................................................................................7-6
7.2 Jet Blast and Propeller Slip Stream.................................................................................................7-7

7.2.1 Procedures and Regulations..............................................................................................7-7
7.3 Wake Turbulence...............................................................................................................................7-8

7.3.1 Categorization....................................................................................................................7-8
7.3.2 Non-Radar Separation Minima...........................................................................................7-8
7.3.4 Application of Wake Turbulence Separation....................................................................7-16
7.3.5 Wake Turbulence Cautionaries........................................................................................7-17
7.3.6 Regulations in Regard to Helicopters...............................................................................7-18
7.3.7 Additional Information.......................................................................................................7-19
8 Safety Nets................................................................................................8-1
8.1 General...............................................................................................................................................8-2
8.1.1 Abbreviations......................................................................................................................8-2
8.1.2 Definitions...........................................................................................................................8-3
8.1.4 References.........................................................................................................................8-6
8.2 Airborne Collision Avoidance System (ACAS)...............................................................................8-8

8.2.1 ACAS function....................................................................................................................8-8
8.2.2 Responsibilities in regard to ACAS....................................................................................8-8
8.2.3 Pilot Action in Case of ACAS Events.................................................................................8-9
8.2.4 ACAS Technical Limitations.............................................................................................8-10
8.2.5 Reporting of ACAS events...............................................................................................8-12
8.3 Short Term Conflict Alert (STCA)..................................................................................................8-13

8.3.1 Functional Description......................................................................................................8-13
8.3.2 Procedures for STCA Events...........................................................................................8-13
8.3.3 Reporting of STCA Events...............................................................................................8-13
8.4 Minimum Safe Altitude Warning....................................................................................................8-14

8.4.1 MSAW Functional Description..........................................................................................8-14

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8.4.2 Procedures for Use of the MSAW Function.....................................................................8-14

8.4.3 Reporting of MSAW Events..............................................................................................8-14
8.5 Area Proximity Warning (APW)......................................................................................................8-15

8.5.1 APW Functional Description.............................................................................................8-15
8.5.2 Procedures for Use of the APW Function........................................................................8-15
8.5.3 Reporting of APW Events.................................................................................................8-15
9 Airspace and Flight Rules........................................................................9-1

9.1 General...............................................................................................................................................9-2
9.1.1 Abbreviations......................................................................................................................9-2
9.1.2 Definitions...........................................................................................................................9-4
9.1.4 References.......................................................................................................................9-13
9.2 Airspace Organisation....................................................................................................................9-14

9.2.1 ATS Airspace Organisation..............................................................................................9-14
9.2.2 ATS Airspace Classification - Services Provided and Entry Conditions...........................9-15
9.2.3 Airspace Restrictions........................................................................................................9-28
9.3 Special Airspace Types..................................................................................................................9-30

9.3.1 Military Exempted Areas ("Ausnahmebereiche").............................................................9-30
9.3.2 Training and Testing Areas (acc. LVR Anhang G)...........................................................9-32
9.3.3 RVSM Airspace................................................................................................................9-34
9.3.4 High Glider Areas.............................................................................................................9-35
9.4 Flight Rules......................................................................................................................................9-36

9.4.1 Instrument Flight Rules (IFR)...........................................................................................9-36
9.4.2 Visual Flight Rules (VFR).................................................................................................9-37
9.4.3 Change from VFR to IFR ("Z"-Flight)...............................................................................9-40
9.4.4 Change from IFR to VFR ("Y"-Flight)...............................................................................9-41
9.5 Special Flight Types........................................................................................................................9-43

9.5.1 Night VFR Flights.............................................................................................................9-43
9.5.2 Aerobatic Flights...............................................................................................................9-45
10 Procedures for Air Traffic Services......................................................10-1

10.1 General.............................................................................................................................................10-2
10.1.1 Abbreviations....................................................................................................................10-2
10.1.2 Definitions.........................................................................................................................10-6
10.1.3 Source Documents.........................................................................................................10-22
10.1.4 References.....................................................................................................................10-23
10.2 Clearances.....................................................................................................................................10-24
10.2.1 Purpose and Scope........................................................................................................10-24
10.2.2 Content of Clearances....................................................................................................10-25
10.2.3 Readback of Clearances................................................................................................10-26
10.2.4 Clearance Limit..............................................................................................................10-27
10.2.5 Level Instructions...........................................................................................................10-28

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10.2.6 Route of Flight................................................................................................................10-29

10.2.7 Clearance Expiry Times.................................................................................................10-31
10.2.8 Clearances for Departing Flights....................................................................................10-31
10.2.9 Clearances for Arriving Flights.......................................................................................10-33
10.2.10 Taxi Clearances.............................................................................................................10-35
10.2.11 Take-off Clearances.......................................................................................................10-36
10.2.12 Landing Clearances.......................................................................................................10-37
10.2.13 Re-Clearances and Changes to Clearances..................................................................10-37
10.2.14 Coordination of Clearances............................................................................................10-38
10.2.15 Responsibilities..............................................................................................................10-40
10.2.16 Relay of Clearances.......................................................................................................10-40
10.2.17 Conditional Clearances..................................................................................................10-40
10.3 Priority............................................................................................................................................10-42
10.3.1 Emergency Priority.........................................................................................................10-42
10.3.2 Preferential Clearance....................................................................................................10-42
10.3.3 Priority in Level Flight.....................................................................................................10-42
10.3.4 Arrival Sequence............................................................................................................10-42
10.3.5 Departure Sequence......................................................................................................10-43
10.3.6 Landing Sequence.........................................................................................................10-44
10.3.7 Priority Between Arriving and Departing Traffic.............................................................10-45
10.3.8 Identification Flights........................................................................................................10-45
10.4 Transfer of Control and Communication....................................................................................10-46

10.4.1 General Provisions for Transfer of Control.....................................................................10-46
10.4.2 General Provisions for the Transfer of Communication.................................................10-49
10.4.3 Transfer of Control Between TWR and APP..................................................................10-49
10.4.4 Transfer of Control Between APP and ACC...................................................................10-52
10.4.5 Transfer of Control Between Two Units Providing Area Control Service.......................10-53
10.4.6 Transfer of Control Between Control Sectors/Positions Within The Same Air Traffic Control
Unit.................................................................................................................................10-53
10.4.7 Transfer of Control Between Radar and Non-radar Controlled Positions......................10-53
10.4.8 Transfer of Radar Control...............................................................................................10-54
10.4.9 Transfer of Responsibility in the Provision of FIS...........................................................10-56
10.5 Flightplan.......................................................................................................................................10-58
10.5.1 Submission of a Flightplan.............................................................................................10-58
10.5.2 Content of a Flightplan...................................................................................................10-59
10.5.3 Departure Message........................................................................................................10-60
10.5.4 Adherence to Flightplan.................................................................................................10-61
10.5.5 Closing a Flightplan........................................................................................................10-63
10.5.6 Air-Filed Flightplans........................................................................................................10-64
10.5.7 Exemptions from Flight Plan Regulations......................................................................10-66
10.5.8 Announcements of Flights with Manned Free Balloons.................................................10-66
10.6 Speed Control................................................................................................................................10-69

10.6.1 Horizontal Speed Control...............................................................................................10-69
10.6.2 Vertical Speed Control...................................................................................................10-70
10.6.3 Restrictions to Speed Control.........................................................................................10-71
10.6.4 Application Methods of Speed Control...........................................................................10-71

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10.6.5 Speed Control for Descending and Arriving Aircraft.......................................................10-73
10.7 Area Navigation (RNAV)...............................................................................................................10-75

10.7.1 Applicability.................................................................................................................... 10-75
10.7.2 Special ATS Procedures in RNP Airspace.....................................................................10-75
10.7.3 Failure or Downgrading of the RNAV System................................................................10-76
10.7.4 Procedures for State Aircraft..........................................................................................10-78
10.7.5 RNAV Contingency Procedures.....................................................................................10-79
10.8 Vertical Position of Aircraft..........................................................................................................10-80

10.8.1 Principles of Vertical Positioning....................................................................................10-80
10.8.2 Expression of Vertical Position.......................................................................................10-81
10.8.3 Minimum Flight Altitudes................................................................................................10-82
10.8.4 Altimeter Setting Information..........................................................................................10-83
10.8.5 Flight Level / Altitude Transition.....................................................................................10-84
10.8.6 Assignment of Cruising Levels for Controlled Flights.....................................................10-84
10.8.7 Assignment of Levels for Arriving Flights.......................................................................10-86
10.8.8 Communication of Levels...............................................................................................10-88
10.9 In-Flight Reporting........................................................................................................................10-90

10.9.1 Position Reporting Requirements...................................................................................10-90
10.9.2 Contents of Voice Position Reports................................................................................10-90
10.9.3 Reporting of Meteorological Information........................................................................ 10-91
10.10 Traffic Information.........................................................................................................................10-93

10.10.1 Application of Traffic Information....................................................................................10-93
10.10.2 Essential Traffic Information...........................................................................................10-94
10.10.3 Essential Local Traffic Information.................................................................................10-96
10.10.4 Collision Hazard Information Based on Radar...............................................................10-98
10.10.5 Traffic Information in Uncontrolled Airspace.................................................................. 10-99
10.11 Controlled Flights........................................................................................................................10-100
10.12 General Procedures for Departing Aircraft...............................................................................10-101

10.12.1 Clearances for Departing Aircraft.................................................................................10-101
10.12.2 Communication Failure Clearances for Departing Aircraft...........................................10-102
10.12.3 Departure Sequence....................................................................................................10-102
10.12.4 Coordination of Departing Aircraft................................................................................10-103
10.12.5 Transfer of Control of Departing Aircraft......................................................................10-104
10.12.6 Information to Departing Aircraft..................................................................................10-105
10.12.7 Local Instructions.........................................................................................................10-108
10.13 General Procedures for Arriving Aircraft..................................................................................10-110

10.13.1 Standard Clearances for Arriving Aircraft.....................................................................10-110
10.13.2 Minimum Altitudes for Arriving Aircraft.........................................................................10-111
10.13.3 Information to Arriving Aircraft......................................................................................10-111
10.13.4 Arrival Sequence..........................................................................................................10-114
10.13.5 Holding.........................................................................................................................10-115
10.13.6 Expected Approach Time.............................................................................................10-117
10.13.7 Onward Clearance Time..............................................................................................10-117
10.13.8 Local Instructions.........................................................................................................10-118
10.13.9 Coordination of Arriving Aircraft...................................................................................10-119

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11 Special Provisions..................................................................................11-1
11.1 General.............................................................................................................................................11-2
11.1.1 Abbreviations....................................................................................................................11-2
11.1.2 Definitions.........................................................................................................................11-3
11.1.4 References.......................................................................................................................11-7
11.2 General Procedures for Air Traffic Services Units.......................................................................11-8

11.2.1 Parachute Descents.........................................................................................................11-8
11.2.2 Civil Formation Flights......................................................................................................11-9
11.2.3 Military Formation Flights.................................................................................................11-9
11.2.4 Formation Split.................................................................................................................11-9
11.2.5 Unintentional Formation Split.........................................................................................11-10
11.2.6 Civil Mission Flights........................................................................................................11-15
11.2.7 Military Mission Flights...................................................................................................11-16
11.2.8 Military Escorts...............................................................................................................11-17
11.2.9 High Glider Areas...........................................................................................................11-18
11.2.10 Visual Approaches.........................................................................................................11-18
11.3 Local Procedures for Air Traffic Services Units.........................................................................11-20

11.3.1 Procedures for the Flight Information Centre.................................................................11-20
11.3.2 Procedures for Aerodrome Control Towers....................................................................11-21
11.3.3 Procedures for Approach Control Offices.......................................................................11-23
11.3.4 Procedures for the Area Control Centre.........................................................................11-24
11.4 Signals for Aerodrome Traffic......................................................................................................11-26

11.4.1 Light and Pyrotechnic Signals........................................................................................11-26
11.5 Aerodrome Lighting System........................................................................................................11-29

11.5.1 General Operating Procedures......................................................................................11-29
11.5.2 Irregularities in the Operation.........................................................................................11-30
11.5.3 Runway Lighting.............................................................................................................11-30
11.5.4 Approach Lighting..........................................................................................................11-30
11.5.5 VASIS / PAPi..................................................................................................................11-30
11.5.6 Taxiway Lighting.............................................................................................................11-31
11.5.7 Stop Bars........................................................................................................................11-31
11.5.8 Emergency Power Unit...................................................................................................11-32
12 Flight Information Service.....................................................................12-1

12.1 General.............................................................................................................................................12-2
12.1.1 Abbreviations....................................................................................................................12-2
12.1.2 Definitions.........................................................................................................................12-6
12.1.4 References.....................................................................................................................12-19
12.2 General Provisions........................................................................................................................12-21

12.2.1 Application......................................................................................................................12-21
12.2.2 Scope.............................................................................................................................12-21

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Page xi of xvii
.TABLE OF CONTENT
12.3 Use of Radar..................................................................................................................................12-25

12.3.1 Functions........................................................................................................................12-25
12.3.2 General Provision...........................................................................................................12-25
12.3.3 Position Information........................................................................................................12-26
12.3.4 Navigation Assistance....................................................................................................12-28
12.3.5 Information Regarding Adverse Weather.......................................................................12-29
12.3.6 Collision Hazard Information..........................................................................................12-29
12.4 Transmission of Information........................................................................................................12-32

12.4.1 Means of Transmission..................................................................................................12-32
12.4.2 Coordination...................................................................................................................12-32
12.5 Information Related to the Operation of Aircraft........................................................................12-34

12.5.1 Start-Up Time.................................................................................................................12-34
12.5.2 Aeronautical Facilities....................................................................................................12-34
12.6 Traffic Information.........................................................................................................................12-35

12.6.1 Essential Local Traffic Information.................................................................................12-35
12.6.2 Essential Traffic Information...........................................................................................12-36
12.6.3 Information to Aircraft Operating Outside Controlled Airspace......................................12-37
12.7 Essential Information on Aerodrome Conditions......................................................................12-39

12.7.1 Scope.............................................................................................................................12-39
12.8 Meteorological Information..........................................................................................................12-42

12.8.1 Source of Information.....................................................................................................12-42
12.8.2 SIGMET, AIRMET & Special Air-Reports.......................................................................12-42
12.8.3 Special Reports & Aerodrome Forecasts.......................................................................12-45
12.8.4 Aerodrome & Meteorological Information.......................................................................12-46
12.8.5 Change of Flight Rules...................................................................................................12-52
12.9 Hazards..........................................................................................................................................12-53
12.9.1 Abnormal Aircraft Configuration & Condition..................................................................12-53
12.9.2 Wake Turbulence & Jet Blast.........................................................................................12-53
12.9.3 Unmanned Free Ballons.................................................................................................12-54
12.9.4 Radioactive & Toxic Chemical Materials........................................................................12-54
12.9.5 Volcanic Activity.............................................................................................................12-54
12.10 Operational Flight Information Service (OFIS) Broadcasts.......................................................12-55

12.10.1 Voice-ATIS.....................................................................................................................12-55
12.10.2 D-ATIS............................................................................................................................12-56
12.10.3 ATIS...............................................................................................................................12-57
12.10.4 ATIS for Arriving & Departing Aircraft.............................................................................12-59
12.10.5 ATIS for Arriving Aircraft.................................................................................................12-61
12.10.6 ATIS for Departing Aircraft.............................................................................................12-64
12.10.7 Direct Request/Reply Transmissions.............................................................................12-66
13 Alerting Service......................................................................................13-1
13.1 General.............................................................................................................................................13-2
13.1.1 Abbreviations....................................................................................................................13-2
13.1.2 Definitions.........................................................................................................................13-4

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Page xii of xvii
.TABLE OF CONTENT

13.1.4 References.....................................................................................................................13-11
13.2 General Provisions........................................................................................................................13-13

13.2.1 Application......................................................................................................................13-13
13.2.2 Scope.............................................................................................................................13-13
13.2.4 Emergency Determination..............................................................................................13-15
13.2.5 Aerodrome Control Towers............................................................................................13-17
13.2.6 Aerodrome Rescue Area................................................................................................13-35
13.2.7 Plotting of Aircraft...........................................................................................................13-35
13.2.8 Emergency Location Transmitter (ELT).........................................................................13-36
13.2.9 Distress Signals..............................................................................................................13-38
13.2.10 Urgency Signals.............................................................................................................13-38
13.3 Alert Phases...................................................................................................................................13-40

13.3.1 Uncertainty Phase..........................................................................................................13-40
13.3.2 Alert Phase.....................................................................................................................13-40
13.3.3 Distress Phase...............................................................................................................13-41
13.4 Notifications...................................................................................................................................13-43
13.4.1 Alert Messages...............................................................................................................13-43
13.4.2 Notification of Manager Rescue Operations (MRO, ESL)..............................................13-44
13.4.3 Notification of RCC.........................................................................................................13-45
13.4.4 Additional Notifications...................................................................................................13-46
14 Contingencies.........................................................................................14-1
14.1 General.............................................................................................................................................14-2
14.1.1 Abbreviations....................................................................................................................14-2
14.1.2 Definitions.........................................................................................................................14-4
14.1.4 References.....................................................................................................................14-12
14.2 ATS Contingencies.......................................................................................................................14-13

14.2.1 Radio Communication Contingencies............................................................................14-13
14.2.2 Ground Radio Failure.....................................................................................................14-13
14.2.3 Blocked Frequency.........................................................................................................14-14
14.2.4 Unauthorized Use of ATC Frequency............................................................................14-14
14.2.5 Change of Radiotelephony Call Sign.............................................................................14-15
14.2.6 Local Contingency Procedures......................................................................................14-16
14.3 In-Flight Contingencies................................................................................................................14-18

14.3.1 Emergencies..................................................................................................................14-18
14.3.2 Unlawful Interference and Bomb Threat.........................................................................14-19
14.3.3 Emergency Descent.......................................................................................................14-22
14.3.4 Air-Ground Communications Failure..............................................................................14-23
14.3.5 Strayed Aircraft...............................................................................................................14-25
14.3.6 Assistance to VFR Flights..............................................................................................14-26
14.3.7 Unidentified Aircraft........................................................................................................14-29

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Page xiii of xvii
.TABLE OF CONTENT
14.3.8 Interception of Civil Aircraft............................................................................................14-30

14.3.9 Fuel Dumping.................................................................................................................14-31
15 Meteorology............................................................................................15-1
15.1 General.............................................................................................................................................15-2
15.1.1 Abbreviations....................................................................................................................15-2
15.1.2 Definitions.........................................................................................................................15-9
15.1.4 References.....................................................................................................................15-18
15.2 Meteorological Information: Reports..........................................................................................15-20

15.2.1 Routine Observations and Reports: MET REPORT.......................................................15-20
15.2.2 Routine Observations and Reports: METAR..................................................................15-23
15.2.3 Special Observations and Reports: SPECIAL................................................................15-26
15.2.4 Runway Report...............................................................................................................15-27
15.2.5 Snowtam........................................................................................................................15-28
15.3 Meteorological Information: Forecasts.......................................................................................15-29

15.3.1 Landing Forecast (TREND)............................................................................................15-29
15.3.2 Aerodrome Forecast.......................................................................................................15-30
15.4 Meteorological Information: Warnings........................................................................................15-34

15.4.1 Aerodrome Warnings.....................................................................................................15-34
15.4.2 Wind Shear Warnings....................................................................................................15-35
15.4.3 SIGMET..........................................................................................................................15-37
15.4.4 AIRMET..........................................................................................................................15-39
15.5 Meteorological Information supplied to ATS Units....................................................................15-41

15.5.1 Provisions for Air Traffic Services Units in General........................................................15-41
15.5.2 Information supplied to Aerodrome Control Towers.......................................................15-41
15.5.3 Information supplied to Approach Control Units.............................................................15-43
15.5.4 Information supplied to Units providing Area Control and/or the Flight Information Centre....
15-46
15.5.5 Weather Image Information System (WIIS)....................................................................15-47
15.6 Meteorological Information to Aircraft by ATS Units.................................................................15-48

15.6.1 Source of Information and Responsibility of Transmission............................................15-48
15.6.2 Means of Transmission..................................................................................................15-48
15.6.3 Information Prior to Taxiing for Take-off.........................................................................15-49
15.6.4 Information Prior to Take-off...........................................................................................15-50
15.6.5 Information After Take-off...............................................................................................15-51
15.6.6 Information for Arriving Aircraft.......................................................................................15-51
15.6.7 Information Prior to Entering the Traffic Circuit or Commencing the Approach to Land....
15-53
15.6.8 Information at Commencement of Final Approach.........................................................15-54
15.6.9 Information during Final Approach.................................................................................15-54
15.6.10 Information Regarding Adverse Weather.......................................................................15-55
15.6.11 Transmission of SIGMET, AIRMET and Special AIREP................................................15-56
15.6.12 Transmission of Amended Aerodrome Forecasts..........................................................15-56
15.6.13 Transmission of Information Concerning Volcanic Activity.............................................15-57

Status: Approved
Page xiv of xvii
.TABLE OF CONTENT
15.6.14 Transmission of Information Concerning Radioactive Materials and Toxic Chemical Clouds
.......................................................................................................................................15-57
15.7 ATS Observation of Meteorological Conditions.........................................................................15-58

15.7.1 Observing and Reporting of Meteorological Information by ATS Units..........................15-58
15.8 Aircraft Observations and Reports (Air-Reports)......................................................................15-59

15.8.1 Responsibilities in Air-Reporting....................................................................................15-59
15.8.2 Content of Special Air-Reports.......................................................................................15-60
15.9 Broadcast Services.......................................................................................................................15-65

15.9.1 Provisions for VOLMET Broadcasts...............................................................................15-65
15.9.2 International VOLMET Wien - Austria............................................................................15-66
15.9.3 National VOLMET Wien - Austria...................................................................................15-67
15.9.4 National VOLMET Innsbruck - Austria...........................................................................15-68
15.9.5 National VOLMET Klagenfurt - Austria...........................................................................15-70
15.9.6 Broadcasts of Meteorological Warning Messages.........................................................15-71
15.10 Decoding of Meteorological Information....................................................................................15-72

15.10.1 Phraseology...................................................................................................................15-72
15.10.2 Alphabetic Register of Abbreviations and Acronyms.....................................................15-72
15.10.3 Decoding of SIGMET and AIRMET Information.............................................................15-82
15.10.4 Present Weather Phenomena........................................................................................15-85
15.10.5 CAVOK ("Clouds and Visibility o.K.").............................................................................15-87
15.10.6 Decoding of Runway Reports.........................................................................................15-88
15.10.7 Decoding of SNOWTAM................................................................................................15-92

Status: Approved
Page xv of xvii
.LIST OF FIGURES
List of Figures
Fig. 4-1 Minimum Longitudinal Separation Between Departing Aircraft............................................................................... 4-40
Fig. 4-2 Separation of Departing Aircraft from Arriving Aircraft............................................................................................ 4-42
Fig. 5-1 Stripmarking - Fields of Strips................................................................................................................................. 5-16

Fig. 5-2 Standard Hand-Writing Characters for Manual Stripmarking.................................................................................. 5-38
Fig. 5-3 Abbreviations on Flight Strips - Clearances............................................................................................................ 5-42
Fig. 5-4 Abbreviations on Flight Strips - Flight Programme.................................................................................................. 5-42
Fig. 5-5 Abbreviations on Flight Strips - Procedures............................................................................................................ 5-43
Fig. 5-6 Abbreviations on Flight Strips - Miscellaneous........................................................................................................ 5-43
Fig. 5-7 Stripmarking - Symbols on Strips: Miscellaneous................................................................................................... 5-44
Fig. 5-8 Stripmarking - Symbols on Flight Strips: Level Information..................................................................................... 5-45
Fig. 5-9 Stripmarking: Symbols for Release Conditions....................................................................................................... 5-45
Fig. 5-10 Stripmarking - Symbols on Flight Strips: Restrictions............................................................................................. 5-46
Fig. 5-11 Stripmarking - Examples for the Entering of Level Information............................................................................... 5-48
Fig. 5-12 Stripmarking - Examples for Entering of Levels in field C1..................................................................................... 5-49
Fig. 5-13 Stripmarking - Examples in Regard to Speed Control............................................................................................. 5-51
Fig. 5-14 Stripmarking: Examples for Releases..................................................................................................................... 5-53
Fig. 5-15 Stripmarking - Examples for the Entering of Restrictions........................................................................................ 5-54
Fig. 7-1 wake turb. - 2 min. separation for following aircraft................................................................................................. 7-10
Fig. 7-2 wake turb. - 2 min. separation for crossing aircraft................................................................................................. 7-10
Fig. 7-3 wake turb. - 3 min. separation for following aircraft................................................................................................. 7-11
Fig. 7-4 wake turb. - 2 min. separation for opposite direction take-off.................................................................................. 7-13
Fig. 7-5 wake turb. - 2 min. separation for opposite direction landing.................................................................................. 7-13
Fig. 7-6 wake turb. - crossing behind................................................................................................................................... 7-15
Fig. 7-7 wake turb. - operating directly behind..................................................................................................................... 7-15
Fig. 7-8 wake turb. - examples for cautionaries.................................................................................................................... 7-18
Fig. 11-1 Signals for Aerodrome Traffic - Light and Pyrotechnic Signals............................................................................. 11-26

Status: Approved
Page xvi of xvii
.LIST OF TABLES
List of Tables
Tab. 3-1 Coordination Phraseologies: Estimates.................................................................................................................. 3-40
Tab. 3-2 Coordination Phraseologies: Revision.................................................................................................................... 3-40
Tab. 3-3 Coordination Phraseologies: Release..................................................................................................................... 3-40
Tab. 3-4 Coordination Phraseologies: Approval Request...................................................................................................... 3-41
Tab. 3-5 Coordination Phraseologies: Radar Handover........................................................................................................ 3-41
Tab. 4-1 wake turb. - radar separation minima...................................................................................................................... 4-31

Tab. 15-1 Meteorological Abbreviations and Acronyms - A................................................................................................... 15-72

Tab. 15-2 Meteorological Abbreviations and Acronyms - B................................................................................................... 15-73
Tab. 15-3 Meteorological Abbreviations and Acronyms - C.................................................................................................. 15-73
Tab. 15-4 Meteorological Abbreviations and Acronyms - D.................................................................................................. 15-74
Tab. 15-5 Meteorological Abbreviations and Acronyms - E................................................................................................... 15-74
Tab. 15-6 Meteorological Abbreviations and Acronyms - F................................................................................................... 15-74
Tab. 15-7 Meteorological Abbreviations and Acronyms - G.................................................................................................. 15-75
Tab. 15-8 Meteorological Abbreviations and Acronyms - H.................................................................................................. 15-75
Tab. 15-9 Meteorological Abbreviations and Acronyms - I.................................................................................................... 15-76
Tab. 15-10 Meteorological Abbreviations and Acronyms - K................................................................................................... 15-76
Tab. 15-11 Meteorological Abbreviations and Acronyms - L................................................................................................... 15-76
Tab. 15-12 Meteorological Abbreviations and Acronyms - M.................................................................................................. 15-76
Tab. 15-13 Meteorological Abbreviations and Acronyms - N.................................................................................................. 15-77
Tab. 15-14 Abbreviations and Acronyms in Meteorological Information - O........................................................................... 15-78
Tab. 15-15 Abbreviations and Acronyms in Meteorological Information - P............................................................................ 15-78
Tab. 15-16 Abbreviations and Acronyms in Meteorological Information - Q........................................................................... 15-78
Tab. 15-17 Abbreviations and Acronyms in Meteorological Information - R............................................................................ 15-79
Tab. 15-18 Abbreviations and Acronyms in Meteorological Information - S............................................................................ 15-79
Tab. 15-19 Abbreviations and Acronyms in Meteorological Information - T............................................................................ 15-80
Tab. 15-20 Abbreviations and Acronyms in Meteorological Information - U............................................................................ 15-81
Tab. 15-21 Abbreviations and Acronyms in Meteorological Information - V............................................................................ 15-81
Tab. 15-22 Abbreviations and Acronyms in Meteorological Information - W........................................................................... 15-81
Tab. 15-23 Abbreviations and Acronyms in Meteorological Information - Z............................................................................ 15-82
Tab. 15-24 Decoding - SIGMET Messages............................................................................................................................. 15-82
Tab. 15-25 Decoding - AIRMET Messages............................................................................................................................. 15-84
Tab. 15-26 Present Weather - Codes for Weather Characteristics......................................................................................... 15-85
Tab. 15-27 Present Weather - Codes for Present Weather Phenomena................................................................................ 15-86
Tab. 15-28 Runway Report - Runway Designator................................................................................................................... 15-88
Tab. 15-29 Runway Report - Runway Deposits...................................................................................................................... 15-89
Tab. 15-30 Runway Report - Extent of Runway Contamination.............................................................................................. 15-89
Tab. 15-31 Runway Report - Depth of Deposit........................................................................................................................ 15-90
Tab. 15-32 Runway Report - Braking Action........................................................................................................................... 15-91
Tab. 15-33 Runway Report - Special Runway State Groups.................................................................................................. 15-92
Tab. 15-34 Snowtam - Content and Item Code....................................................................................................................... 15-92
Tab. 15-35 SNOWTAM - Decoding of Contaminants.............................................................................................................. 15-94
Tab. 15-36 SNOWTAM - Decoding of Surface Friction........................................................................................................... 15-94
Tab. 15-37 SNOWTAM - Decoding of Contaminants.............................................................................................................. 15-94

Status: Approved
Page xvii of xvii
.-
1 - Air Traffic Services and Units

Status: Approved
Valid: 2006-11-23 - ufn Chapter1 - Air Traffic Services and Units
Page 1 of 26
.1.1 - GENERAL
1.1 General
-
1.1
1.1.1 Abbreviations
-
1.1.1
1.1.1.1 ACG
Austro Control GmbH (ACG)
Source: Austro Control - ATM
Derived from:
Source Paragraph:
Reference:
1.1.1.2 AIRMET
air meteorological information report (EUROCONTROL)
Source: Eurocontrol EATMP Glossary
Derived from:
Source Paragraph:
Reference:
1.1.1.3 ATC
air traffic control (ICAO)
Source: ICAO Doc 9713
Derived from:
Source Paragraph: A439
Reference: ICAO DOC 9161;
1.1.1.4 ATFM
air traffic flow management (ICAO)
Derived from:
Reference: ICAO Annex 11; ICAO DOC 8400; ICAO DOC 4444;
1.1.1.5 ATM
Division "Air Traffic Management" (ACG)
Source: Austro Control - Organigramm
Derived from:
Source Paragraph:
Reference:
1.1.1.6 ATS
air traffic service(s) (ICAO)
Derived from:
Reference: ICAO Annex 10 Volume 2;
1.1.1.7 FIR
flight information region (ICAO)
Derived from:
Source Paragraph: F130
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 4; ICAO Annex 11; ICAO DOC 4444;
1.1.1.8 IFR
instrument flight rules (ICAO)
Derived from:

Status: Approved
Page 2 of 26
.1.1 - GENERAL
Source Paragraph: I134
Reference: ICAO Annex 2; ICAO Annex 11;
1.1.1.9 MATZ
military aerodrome traffic zone (militärische Flugplatzverkehrszone; LVR)
Derived from:
Source Paragraph:
Reference: LVR Anhang E;
1.1.1.10 MCTR
military control zone (militärische Kontrollzone; LVR)
Derived from:
Source Paragraph:
1.1.1.11 MTMA
military terminal control area (militärischer Nahkontrollbezirk; LVR)
Derived from:
Source Paragraph:
1.1.1.12 SAR
search and rescue (services) (ICAO)
Derived from:
Source Paragraph: S63 S66
Reference:
1.1.1.13 VFR
visual flight rules (ICAO)
Derived from:
Source Paragraph: V54
Reference: ICAO Annex 2; ICAO Annex 11; ICAO DOC 4444;
1.1.2 Definitions
-
1.1.2
1.1.2.1 aerodrome control service
Air traffic control service for aerodrome traffic (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 11; ICAO Doc 4444;
1.1.2.2 aerodrome control tower; aerodrome control; control tower (TWR)

A unit established to provide air traffic control service to aerodrome traffic (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 11; ICAO Doc 4444;
1.1.2.3 aerodrome flight information units

Status: Approved
Page 3 of 26
.1.1 - GENERAL
A person or legal entity other than the ACG authorized by the austrian ministry of transport to
provide some tasks of the air navigation services on a selected aerodrome. (ACG based on
LVR)
Derived from:
Source Paragraph:
Reference: LFG § 120;
1.1.2.4 aerodrome traffic

All traffic on the manoeuvring area on an aerodrome and all aircraft flying in the vicinity of an
aerodrome (ICAO).
Note.- An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an
aerodrome traffic circuit.
Derived from:
1.1.2.5 air traffic control sector

A defined airspace region for which an associated controller (or controllers) has ATC
responsibility (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
1.1.2.6 air traffic control service

A service provided for the purpose of:
a) preventing collisions:
1) between aircraft, and
2) on the manoeuvring area between aircraft and obstructions; and
b) expediting and maintaining an orderly flow of air traffic (ICAO).
Derived from:
1.1.2.7 air traffic service(s) (ATS)

A generic term meaning variously, flight information service, alerting service, air traffic advisory
service, air traffic control service (area control service, approach control service or aerodrome
control service) (ICAO).
Derived from:
1.1.2.8 AIRMET information

Information issued by a meteorological watch office concerning the occurrence or expected
occurrence of specified en-route weather phenomena which may affect the safety of low-level
aircraft operations an which was not already included in the forecast issued for low-level flights
in the flight information region concerned or sub-area thereof (ICAO).
Derived from:
Reference: ICAO Annex 3;
1.1.2.9 alerting service (ALRS)

Status: Approved
Page 4 of 26
.1.1 - GENERAL
A service provided to notify appropriate organizations regarding aircraft in need of search and
rescue aid, and assist such organizations as required (ICAO).
Derived from:
1.1.2.10 approach control service; approach control (APP)

Air traffic control service for arriving or departing controlled flights (ICAO).
Derived from:
1.1.2.11 approach control unit (APP)

A unit established to provide air traffic control service to controlled flights arriving at, or departing
from, one or more aerodromes. (Formerly: approach control office) (ICAO).
Derived from:
Reference: ICAO Annex 11; ICAO DOC 4444;
1.1.2.12 area control centre (ACC)

A unit established to provide air traffic control service to controlled flights in control areas under
its jurisdiction (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 11; ICAO DOC 4444;
1.1.2.13 area control service

Air traffic control service for controlled flights in control areas (ICAO).
Derived from:
1.1.2.14 area of responsibility

An airspace of defined dimensions within which an ATS unit provides air traffic services
(EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
1.1.2.15 controlled aerodrome

An aerodrome at which air traffic control service is provide to aerodrome traffic. (ICAO)
Note.- The term "controlled aerodrome" indicates that air traffic control service is provided to
aerodrome traffic but does not necessarily imply that a control zone exists.
Derived from:
Source Paragraph: C422
1.1.2.16 controlled airspace

An airspace of defined dimensions within which air traffic control service is provided in
accordance with the airspace classification. (ICAO)

Status: Approved
Page 5 of 26
.1.1 - GENERAL
Note.- Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D
and E.
Derived from:
1.1.2.17 controlled flights

Flights provided with air traffic control service. (LVR)
Source: Luftverkehrsregeln 1967
Derived from:
Source Paragraph: §2 28
Reference:
1.1.2.18 declared capacity

A measure of the ability of the ATC system or any of its sub-systems or operating positions to
provide service to aircraft during normal acitivities. It is expressed as the number of aircraft
entering a specified portion of airspace in a given period of time, taking due account of weather,
ATC unit configuration, staff and equipment available, and any other factors which may affect
the workload of the controller responsible for the airspace. (ICAO)
Derived from:
Source Paragraph: D51
1.1.2.19 flight information

Information useful for the safe and efficient conduct of flight, including information on air traffic,
meteorological conditions, aerodrome conditions on air route facilities.
Derived from:
1.1.2.20 flight information centre (FIC)

A unit established to provide flight information service and alerting service (ICAO).
Derived from:
1.1.2.21 flight information region (FIR)

An airspace of defined dimensions within which flight information service and alerting service
are provided (ICAO).
Derived from:
1.1.2.22 flight information service (FIS)

A service provided for the purpose of giving advice and information useful for the safe and
efficient conduct of flights (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 10 Volume 3; ICAO Annex 11; ICAO DOC 4444;
1.1.2.23 IFR flight

Status: Approved
Page 6 of 26
.1.1 - GENERAL
A flight conducted in accordance with the instrument flight rules (ICAO).

Derived from:
1.1.2.24 military exempted areas (Ausnahmebereiche)

Those areas within which air navigation services are not provided. (ACG based on LVR)
Derived from:
Source Paragraph:
Reference: LFG § 121; LVR § 2;
1.1.2.25 SIGMET Information

occurrence of specified en-route weather phenomena which may affect the safety of aircraft
operations (ICAO).
Derived from:
Source Paragraph: S156
Reference:
1.1.2.26 VFR flight

A flight conducted in accordance with the visual flight rules (ICAO).
Derived from:
1.1.2.27 vicinity of an aerodrome

An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome
traffic circuit.
Source: ICAO DOC 4444
Derived from:
Source Paragraph: Note zu Definition "Aerodrome Traffic"
Reference:
1.1.3 Source Documents

-
1.1.3
1.1.3.1 This chapter is based on the following sources:
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 11 to the Convention on International Civil Aviation - Air Traffic Services
Derived from:
Source Paragraph:
Reference:
l ICAO Procedures for Air Navigation Services - Air Traffic Management (ICAO DOC 4444)
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 7 of 26
.1.1 - GENERAL
l ICAO Regional Supplementary Procedures (ICAO DOC 7030)

Derived from:
Source Paragraph:
Reference:
l Verordnung Luftverkehrsregeln (LVR)

Derived from:
Source Paragraph:
Reference:
1.1.4 References
-
1.1.4
1.1.4.1 Additional information to the content of this chapter may be obtained from:
Derived from:
Source Paragraph:
Reference:
l ICAO Air Traffic Services Planning Manual (ICAO DOC 9426)

Derived from:
Source Paragraph:
Reference:
l ICAO International Civil Aviation Vocabulary (ICAO DOC 9713)

Derived from:
Source Paragraph:
Reference:
l Luftfahrtgesetz (LFG)
Derived from:
Source Paragraph:
Reference:
l Zivilluftfahrt-Such- und Rettungsdienstverordnung (ZSRV)

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 8 of 26
.1.2 - ATS - ORGANISATION AND SERVICES
1.2 ATS - Organisation and Services
-
1.2
1.2.1 Air Traffic Services
-
1.2.1
1.2.1.1 Air Traffic Services are:
Derived from:
Source Paragraph: § 66
Reference:
a) the air traffic control service,

Derived from:
Reference:
b) the flight information service, and

Derived from:
Reference:
c) the alerting service.

Derived from:
Reference:
1.2.2 Air Traffic Services Units

-
1.2.2
1.2.2.1 Air traffic services units are those parts of Austro Control GmbH that provide air traffic services;
air traffic services units are in particular:
Derived from:
Reference:
a) the air traffic control units and

Derived from:
Reference:
b) the flight information centre.

Derived from:
Reference:
1.2.2.2 The air traffic control units are responsible for the provisions of air traffic control service, flight
information service and alerting service; the flight information centre is responsible for the
provision of flight information service and alerting service.
Derived from:
Source Paragraph: § 67 Abs. 2
Reference:

Status: Approved
Page 9 of 26
.1.2 - ATS - ORGANISATION AND SERVICES
1.2.3 Priority of Services
-
1.2.3
1.2.3.1 Where air traffic services units provide both flight information service and air traffic control
service, the provision of air traffic control service shall have precedence over the provision of
flight information service whenever the provision of air traffic control service so requires.
Source: ICAO Annex 11
Derived from:
Source Paragraph: 4.1.2
Reference:
Note(1): It is recognized that in certain circumstances aircraft on final approach, landing,

take-off and climb may require to receive without delay essential information other
than that pertaining to the provision of air traffic control service.
Derived from:
Source Paragraph: 4.1.2 Note
Reference:
1.2.4 Areas of Responsibility

-
1.2.4
1.2.4.1 ATM Headquarters shall designate the area of responsibility for each air traffic control (ATC)
unit and, when applicable, for individual control sectors within an ATC unit in coordination with
the respective ATM unit(s). Where there is more than one ATC working position within a unit
or sector, the duties and responsibilities of the individual working positions shall be defined.
Derived from:
Reference:
1.2.4.2 Area of responsibility, duties and responsibilites of each individual air traffic control unit, control
sector and working position shall be laid down in the appropriate business unit direction and/
or local manual(s).
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 10 of 26
.1.3 - AIR TRAFFIC CONTROL
1.3 Air Traffic Control
-
1.3
1.3.1 Objectives of Air Traffic Control
-
1.3.1
1.3.1.1 The air traffic control service is that part of the air traffice services that is provided by the air
traffic control units with the objective to
Derived from:
Source Paragraph: § 68 Abs.1
Reference:
a) prevent collisions between aircraft,

Derived from:
Reference:
b) prevent collisions between aircraft and obstructions on the manoeuvring area, and
Derived from:
Reference:
c) expedite and maintain an orderly flow of air traffic;

Derived from:
Source Paragraph: 2.2c
Reference:
1.3.1.2 In addition, the air traffic control units are obliged to monitor the compliance with the provisions
of the "Verordnung Luftverkehrsregeln (LVR)" and other legal regulations concerning aviation
law.
Derived from:
Reference:
1.3.2 Application of Air Traffic Control Service

-
1.3.2
1.3.2.1 The air traffic control service shall be provided
Derived from:
Reference:
a) within controlled airspace for IFR flights and controlled VFR flights (special VFR flights,
night VFR flights and any other controlled VFR flights);
Derived from:
Reference:
b) outside controlled airspace:

Derived from:
Source Paragraph: § 68 Abs.2 1. Satz zur leserlichen Aufteilung

Status: Approved
Page 11 of 26
Reference:
1) as far as special procedures for arrivals respectively departures at individual

aerodromes have been laid down with the purpose of facilitating the beginning or
ending of IFR flights or night VFR flights for those arrivals and departures, or
Derived from:
Reference:
2) in singular cases where the respective air traffic control unit has approved operation
of IFR flights or night VFR flights outside controlled airspace with respect to the safety
of flight operations, for those flights;
Derived from:
Reference:
c) for the aerodrome traffic of controlled aerodromes;

Derived from:
Reference:
d) within MATZ, MCTR and MTMA ("Ausnahmebereiche" as defined in LVR §2) for IFR
flights and night VFR flights as far as laid down in coordination procedures between the
respective air traffic services units and military flight control units ("Militärflugleitungen").
Derived from:
Reference:
Note(2): Aerodrome traffic consists of all traffic on the manoeuvring area of an aerodrome
and all aircraft flying in the vicinity of an aerodrome.
Derived from: ICAO DOC 4444;
Source Paragraph:
Reference:
Note(3): An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an

Source Paragraph:
Reference:
1.3.2.2 In order to provide air traffic control service, an air traffic control unit shall:
Derived from:
Reference:
a) be provided with information on the intended movement of each aircraft, or variations

therefrom, and with current information on the actual progress of each aircraft;
Derived from:
Source Paragraph: 3.3.1.a
Reference:
b) determine from the information received, the relative positions of known aircraft to each
other;

Status: Approved
Page 12 of 26
Derived from:
Source Paragraph: 3.3.1.b
Reference:
c) issue clearances and information for the purpose of preventing collision between aircraft
under its control and of expediting and maintaining an orderly flow of traffic;
Derived from:
Source Paragraph: 3.3.1.c
Reference:
d) coordinate clearances as necessary with other units:

Derived from:
Source Paragraph: 3.3.1.d
Reference:
1) whenever an aircraft might otherwise conflict with traffic operated under the control
of such other units;
Derived from:
Source Paragraph: 3.3.1.d.1
Reference:
2) before transferring control of an aircraft to such other units.

Derived from:
Source Paragraph: 3.3.1.d.2
Reference:
1.3.3 Division of Air Traffic Control Services

-
1.3.3
1.3.3.1 The air traffic control service is divided in three parts as follows:
Derived from:
Reference:
a) Area control service: the provision of air traffic control service for controlled flights, except
for those parts of such flights described below, in order to accomplish the objectives to:
Derived from:
Source Paragraph: 2.3.1a)
Reference:
1) prevent collisions between aircraft;

Derived from:
Source Paragraph: 2.2 a)
Reference:
2) expedite and maintain an orderly flow of air traffic;

Derived from:
Reference:

Status: Approved
Page 13 of 26
b) Approach control service: the provision of air traffic control service for those parts of
controlled flights associated with arrival or departure, in order to accomplish the objectives
to:
Derived from:
Source Paragraph: 2.3.1b
Reference:

Derived from:
Reference:

Derived from:
Reference:
c) Aerodrome control service: the provision of air traffic control service for aerodrome traffic,
except for those parts of flights provided with approach control service, in order to
accomplish the objectives to:
Derived from:
Source Paragraph: 2.3.1c
Reference:

Derived from:
Reference:
2) prevent collisions between aircraft on the manoeuvring area and obstructions on that
area;
Derived from:
Source Paragraph: 2.2 b)
Reference:

Derived from:
Reference:
Note(4): Approach control service is an air traffic control service that is provided exclusively
for arriving or departing flights. All other flights through local approach units that
are not arrivals or departures, are provided with area control service by the
respective local approach unit. In this case, the local approach unit provides area
control service in delegation from the area control centre, namely, in the extent
delegated and based upon the relevant valid local instructions of the area control
centre as well as the instructions in the letter of agreement between that local
approach unit and the area control centre.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 14 of 26
1.3.4 Air Traffic Control Units
-
1.3.4
1.3.4.1 The parts of air traffic control service described in 1.3.3.1 shall be provided by the various
units as follows:
Derived from:
Source Paragraph: 3.2
Reference:
a) Area control service:

Derived from:
Source Paragraph: 3.2a)
Reference:
1) by an area control centre; or

Derived from:
Source Paragraph: 3.2a.1)
Reference:
2) by the unit providing approach control service in a control zone or in a control area
of limited extent which is designated primarily for the provision of approach control
service and where no area control centre is established.
Derived from:
Source Paragraph: 3.2.a.2)
Reference:
b) Approach control service:

Derived from:
Source Paragraph: 3.2.b)
Reference:
1) by an aerodrome control tower or area control centre when it is necessary or

desirable to combine under the responsibility of one unit the functions of the
approach control service with those of the aerodrome control service or the area
control service;
Derived from:
Source Paragraph: 3.2.b.1)
Reference:
2) by an approach control unit when it is necessary or desirable to establish a separate

unit.
Derived from:
Source Paragraph: 3.2.b.2)
Reference:
c) Aerodrome control service: by an aerodrome control tower.

Derived from:
Source Paragraph: 3.2.c)
Reference:
1.3.4.2 A controlled flight shall be under the control of only one air traffic control unit at any given time.

Status: Approved
Page 15 of 26
Derived from:
Reference: LVR §69 Abs. 5;
1.3.4.3 Responsibility for the control of all aircraft operating within a given block of airspace shall be
vested in a single air traffic control unit. However, control of an aircraft or groups of aircraft may
be delegated to other air traffic control units provided that coordination between all air traffic
control units concerned is assured.
Derived from:
1.3.4.4 Transfer of control of a flight between successive ATC units shall be effected in accordance
with the relevant applicable general and local regulations.
Derived from:
Source Paragraph:
Reference: LVR §69 Abs.5 2.Satz; ICAO DOC 4444 10.4.1.1;

Status: Approved
Page 16 of 26
.1.4 - FLIGHT INFORMATION SERVICE
1.4 Flight Information Service
-
1.4
1.4.1 Objectives of Flight Information Service
-
1.4.1
1.4.1.1 Flight information service is that part of the air traffic services provided by air traffic services
units to issue advice and information useful for the safe and efficient conduct of flight.
Derived from:
Source Paragraph:
Reference: ICAO Annex 11, 2.2 d); ICAO Annex 11, 2.3.2; LVR §73 Abs. 1;
1.4.1.2 It should be clearly understood that the provision of flight information service is not an isolated
function but is rather incorporated in the provision of air traffic control service, whenever an
ATC service has been established, except in those cases where, due to traffic density and
workload considerations, flight information service may be provided by personnel specifically
designated for this task.
Derived from:
Source Paragraph:
Reference: ICAO DOC 9426 Part 1, Section 2 - 1.4.1;
1.4.2 Responsibilities in the Provision of Flight Information Service

-
1.4.2
1.4.2.1 Flight information service and alerting service shall be provided as follows:
Derived from:
Reference:
a) within a flight information region (FIR): by a flight information centre, unless the
responsibility for providing such services is assigned to an air traffic control unit having
adequate facilities for the exercise of such responsibilities;
Derived from:
Reference:
b) within controlled airspace and at controlled aerodromes: by the relevant air traffic control
units.
Derived from:
Reference:
1.4.2.2 Flight information centres shall be established to provide flight information service and alerting
service within flight information regions, unless the responsibility of providing such services
within a flight information region is assigned to an air traffic control unit having adequate
facilities for the discharge of such responsibility.
Derived from:
Reference:
Note(5): This does not preclude delegating to other units the function of providing certain
elements of the flight information service.
Derived from:

Status: Approved
Page 17 of 26
Reference:
1.4.2.3 Flight information service shall be provided:

Derived from:
Source Paragraph:
Reference: LVR § 67; LVR § 73; ICAO DOC 4444, 4.2; LVR § 67a; LVR § 2 Z.13; LFG § 120; LVR § 74;
a) by all air traffic control units; and

Derived from:
Source Paragraph:
b) by the flight information centre; and

Derived from:
Source Paragraph:
Reference: LVR § 67; LVR § 73; ICAO DOC 4444, 4.2; LVR § 67a; LVR § 2 Z.13; LFG § 120; § 74;
c) by the aerodrome flight information units within their scope of responsibility as defined by
the federal ministry of transportation.
Derived from:
Source Paragraph:
Reference: LVR § 67a; LVR § 73; LFG § 120; LVR § 2, Z.13; ICAO DOC 4444, 4.2;
1.4.2.4 As far as aerodrome flight information units have been authorized to provide flight information
service and/or alerting service the provisions for air traffic services units in regard to flight
information service and alerting service shall apply analogously for those flights designated in
the respective authorization. Persons and legal entities are bound by law to fulfil the functions
specified in the authorization and, while doing so, are subordinate to ACG and are to observe
instructions issued by ACG.
Derived from:
Source Paragraph:
1.4.2.5 The responsibility for the provision of flight information service to a flight normally passes from
the appropriate ATS unit in an FIR to the appropriate ATS unit in the adjacent FIR at the time
of crossing the common FIR boundary. However, when coordination is required, but
communication facilities are inadequate, the former ATS unit shall, as far as practicable,
continue to provide flight information service to the flight until it has established two-way
communication with the appropriate ATS unit in the FIR it is entering.
Derived from:
Reference:
1.4.3 Application of Flight Information Service

-
1.4.3
1.4.3.1 Flight information service shall be provided to all aircraft which are likely to be affected by the
information and which are:
Derived from:
Reference: LVR § 73 Abs. 2;

Status: Approved
Page 18 of 26
a) provided with air traffic control service; or

Derived from:
Source Paragraph: 4.1.1 a)
Reference: LVR § 73 Abs. 2 a);
b) otherwise known to the relevant air traffic services units.

Derived from:
Source Paragraph: 4.1.1 b)
Reference: LVR § 73 Abs. 2 b);
Note(6): Flight information service does not relieve the pilot-in-command of an aircraft of
any responsibilities and the pilot-in-command has to make the final decision
regarding any suggested alteration of flight plan.
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
1.4.4 Scope of Flight Information Service

-
1.4.4
1.4.4.1 Flight information service shall include the provision of pertinent:
Derived from:
a) SIGMET and AIRMET information;

Derived from:
b) information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash
clouds;
Derived from:
c) information concerning the release into the atmosphere of radioactive materials or toxic
chemicals;

Status: Approved
Page 19 of 26
Derived from:
Source Paragraph: 4.2.1 c)
Reference: LVR § 73 Abs. 1 c);
d) information on changes in the serviceability of navigation aids;

Derived from:
Source Paragraph: 4.2.1 d)
e) information on changes in condition of aerodromes and associated facilities, including

information on the state of the aerodrome movement areas when they are affected by
snow, ice or significant depth of water;
Derived from:
Source Paragraph: 4.2.1 e)
f) information on unmanned free balloons;

Derived from:
Source Paragraph: 4.2.1 f)
Reference: LVR § 73 Abs. 1 e);
g) information concerning other traffic constituting a collision hazard;

Derived from:
Source Paragraph:
Reference: LVR §73 Abs. 1 d); ICAO Annex 11, 4.2.2 b); ICAO Annex 11, 4.2.2 Note 1; ICAO Annex 11, 4.2.2 Note
2;
and of any other information likely to affect safety.

Derived from:
Reference:
1.4.4.2 Flight information service provided to flights shall include, in addition to that outlined
in 1.4.4.1 or 12.2.2.2 , the provision of information concerning:
Derived from:
a) weather conditions reported or forecast at departure, destination and alternate

aerodromes;
Derived from:
b) collision hazards, to aircraft operating in airspace classes C, D, E, F and G;

Derived from:
Reference: LVR § 73 Abs. 1 d); ICAO DOC 4444 7.3.1.3; ICAO DOC 4444 11.4.3.1.3; ICAO DOC 4444 5.10; ICAO
DOC 4444 11.4.3.1.2; ICAO DOC 4444 11.4.3.11;
Note(8): The information in b), including only known aircraft the presence of which might
constitute a collision hazard to the aircraft informed, will sometimes be incomplete

Status: Approved
Page 20 of 26
and air traffic services cannot assume responsibility for its issuance at all times or
for its accuracy.
Derived from:
Source Paragraph: 4.2.2 Note 1
Reference: LVR § 73 Abs. 1 d); ICAO DOC 4444 7.3.1.3; ICAO DOC 4444 11.4.3.1.3; ICAO DOC 4444 5.10; ICAO DOC 4444
11.4.3.1.2; ICAO DOC 4444 11.4.3.11;
1.4.4.3 Flight information service provided to VFR flights shall include, in addition to that outlined
in 1.4.4.1 or 12.2.2.2 , the provision of available information concerning traffic and weather
conditions along the route of flight that are likely to make operation under the visual flight rules
impracticable.
Derived from:
Reference:

Status: Approved
Page 21 of 26
.1.5 - ALERTING SERVICE
1.5 Alerting Service
-
1.5
1.5.1 Objectives of the Alerting Service
-
1.5.1
1.5.1.1 Alerting service is that part of the air traffic services, provided by air traffic services units to
notify appropriate organizations of aircraft in need of search and rescue, and assist such
organizations as required.
Derived from:
Source Paragraph:
Reference: ICAO DOC 9713, A493; LFG § 120; LVR § 2 Z.13; LVR § 74; LVR § 67; LVR § 67a; ZSRV § 2 Z.8; ZSRV § 14;
1.5.1.2 It should be clearly understood that the provision of alerting service is not an isolated function
but is rather incorporated in the provision of flight information and/or ATC service.
Derived from:
Source Paragraph:
1.5.2 Responsibilities in the Provision of Alerting Service

-
1.5.2
1.5.2.1 Alerting service shall be provided:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
1.5.2.2 ATS units shall notify the rescue coordination centre or manager rescue operations regarding
aircraft in emergency conditions in accordance with the prescribed alert phases ( 13.3 ).
Derived from:
Source Paragraph:
Reference: ZSRV § 14, Abs.1; ICAO Annex 11, 5.2.1;
1.5.2.3 ATS units shall notify immediately (i.e. prior notification of RCC) the manager rescue operations
if
Derived from:

Status: Approved
Page 22 of 26
Source Paragraph:
Reference: ZSRV § 14, Abs.2;
a) an aircraft within an aerodrome rescue area is in a state of emergency or is expected to

get into a state of emergency; or
Derived from:
Source Paragraph:
b) an aircraft which is in a state of emergency or is expected to run into a state of emergency

is expected to enter the respective aerodrome rescue area.
Derived from:
Source Paragraph:
1.5.2.4 Further to the notification, the rescue coordination centre or manager rescue operations shall,
without delay, be furnished with:
Derived from:
Reference:
a) any useful additional information, especially on the development of the state of emergency
through subsequent phases; or
Derived from:
Reference:
b) information that the emergency situation no longer exists.

Derived from:
Reference:
Note(9): The cancellation of action initiated by the rescue coordination centre is the
responsibility of that centre.
Derived from:
Reference:
1.5.2.5 Whenever doubt exists that a situation constitutes an emergency or potential emergency, it
shall be handled as though it were an emergency.
Derived from:
Source Paragraph:
Reference: FAA Order 7110.10P, 5-1-1;
1.5.2.6 As a rule an aircraft shall be considered to be in a state of emergency if it is missing, had an

accident or is otherwise in distress.
Derived from:
Source Paragraph:
Reference: ZSRV § 2 Z.6;

Status: Approved
Page 23 of 26
1.5.2.7 ATS units shall be in possession of a copy of the rescue coordination centre's reporting and
alerting scheme to allow proper action in case SAR becomes necessary.
Derived from:
Source Paragraph:
Reference: ZSRV § 11;
1.5.3 Application of Alerting Service

-
1.5.3
Derived from:
Reference:
a) for all aircraft provided with air traffic control service;

Derived from:
Source Paragraph: 5.1.1.a)
Reference:
b) in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to
the air traffic services.
Derived from:
Source Paragraph: 5.1.1.b)
Reference:

Status: Approved
Page 24 of 26
.1.6 - OTHER SERVICES RELATED TO ATS
1.6 Other Services Related to ATS
-
1.6
1.6.1 Aerodrome Flight Information Units
-
1.6.1
1.6.1.1 Subject to the austrian ministry of transport, persons or legal entities other than the ACG may
be authorized on selected aerodromes to provide some tasks of the air navigation services.
This authorization is subject to the fulfilment of the necessary requirements, in particular the
existence of an appropriate infrastructure and the appropriate training of the personnel
involved.
Derived from:
Source Paragraph:
Reference: LFG §120 Abs. 2;
Note(10): The scope of "air navigation services" is defined in § 119 LFG.

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
1.6.2 Air Traffic Flow Management

-
1.6.2
1.6.2.1 Air traffic flow management (ATFM) is a service complementary to ATC. Its objective is to
contribute to a safe, orderly and expeditious flow of traffic by ensuring that ATC capacity is
used to the maximum while ensuring that the traffic volume never exceeds the capacity
declared by the responsible ATC authority.
Derived from:
Reference:
1.6.3 Search and Rescue

-
1.6.3
1.6.3.1 Intentionally left blank.
Derived from:
Source Paragraph:
Reference:
1.6.4 Military Flight Control

-
1.6.4
Derived from:
Source Paragraph:

Status: Approved
Page 25 of 26
.1.6 - OTHER SERVICES RELATED TO ATS
Reference:

Status: Approved
Page 26 of 26
.-
2 - Radio Telephony

Status: Approved
Valid: 2006-11-23 - ufn Chapter2 - Radio Telephony
Page 1 of 5
.2.1 - GENERAL
2.1 General
-
2.1
2.1.1 Abbreviations
-
2.1.1
2.1.1.1 AIC
aeronautical information circular (ICAO)
Derived from:
2.1.2 Definitions
-
2.1.2
2.1.2.1 aeronautical information circular (AIC)
A notice containing information that does not qualify for the origination of a NOTAM or for
inclusion in the AIP, but which relates to flight safety, air navigation, technical, administrative
or legislative matters (ICAO).
Derived from:
2.1.2.2 aeronautical mobile service (AMS)

A mobile service between aeronautical stations and aircraft stations, or between aircraft
stations, in which survival craft stations may participate; emergency position-indicating
radiobeacon stations may also participate in this service on designated distress and emergency
frequencies (ICAO).
Derived from:

-
2.1.3
2.1.3.1 This chapter is based primarily on regulations of Austro Control; there are no external source
documents applicable.
Derived from:
Source Paragraph:
Reference:
2.1.4 References
-
2.1.4
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 10 to the Convention on International Civil Aviation - Aeronautical

Telecommunications, Volume 2 - Communication Procedures including those with PANS
status
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 2 of 5
.2.1 - GENERAL
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
l ICAO Manual of Radiotelephony (ICAO DOC 9432)

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 3 of 5
.2.2 - RADIO COMMUNICATION PROCEDURES
2.2 Radio Communication Procedures
-
2.2
2.2.1 Communication Procedures
-
2.2.1
2.2.1.1 If not otherwise prescribed in this manual the procedures prescribed in the AIC "Radio
Communication Procedures for the Aeronautical Mobile Service" shall apply for the provision
of ATM services when using the aeronautical mobile service. Especially the procedures for
Derived from:
Source Paragraph:
Reference: AIC Radio Communication Procedures for the Aeronautical Mobile Service;
a) the pronunciation and transmission of numbers,

Derived from:
Source Paragraph:
b) the pronunciation and transmission of letters and

Derived from:
Source Paragraph:
c) the transmitting technique

Derived from:
Source Paragraph:
shall apply.
Derived from:
Source Paragraph:
2.2.2 Phraseologies
-
2.2.2
2.2.2.1 The phraseologies provided in the AIC "Radio Communication Procedures for the Aeronautical
Mobile Service" shall be used by ATM personnel for the provision of services via the
aeronautical mobile service.
Derived from:
Source Paragraph:
2.2.2.2 The phraseologies prescribed in the AIC "Radio Communication Procedures for the
Aeronautical Mobile Service" are not intended to be exhaustive, and when circumstances differ,
ATM personnel and other ground personnel will be expected to use plain language which shall
be as clear and concise as possible.
Derived from:
Source Paragraph:
2.2.2.3 A copy of the AIC "Radio Communication Procedures for the Aeronautical Mobile Service" in
actual version shall be inserted in the manual after this page.

Status: Approved
Page 4 of 5
.2.2 - RADIO COMMUNICATION PROCEDURES
Derived from:
Source Paragraph:
Note(1): Phraseologies for coordination messages are laid down in 3.3.9 .

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 5 of 5
.-
3 - Coordination

Status: Approved
Valid: 2006-11-23 - ufn Chapter3 - Coordination
Page 1 of 56
.3.1 - GENERAL
3.1 General
-
3.1
3.1.1 Abbreviations
-
3.1.1
3.1.1.1 ACC
area control centre (ICAO)
Derived from:
3.1.1.2 ACP
message indicator for acceptance (ACP) messages (ICAO)
Derived from:
Source Paragraph: 11.4.2.3.5
Reference:
3.1.1.3 ACT
message indicator for activation (ACT) messages (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
3.1.1.4 ADS
address (to be used in aeronautical fixed service as a procedure signal) (ICAO);
automatic dependent surveillance (ICAO)
Derived from:
Source Paragraph: A60, A728
3.1.1.5 AFTN
aeronautical fixed telecommunication network (ICAO)
Derived from:
Reference: ICAO Annex 3; ICAO Annex 10 Volume 2; ICAO DOC 9705;
3.1.1.6 ALR
message indicator for alerting (ALR) messages (ICAO)
Derived from:
Source Paragraph: 11.4.1.2
Reference:
3.1.1.7 ARR
message indicator for arrival (ARR) messages (ICAO)
Derived from:
Reference:
3.1.1.8 ATC

Status: Approved
Page 2 of 56
.3.1 - GENERAL
Derived from:
3.1.1.9 ATS
Derived from:
3.1.1.10 CDN
message indicator for coordination (CDN) messages (ICAO)
Derived from:
Reference:
3.1.1.11 CHG
message indicator for modification (CHG) messages (ICAO)
Derived from:
Reference:
3.1.1.12 CNL
message indicator for flight plan cancellation (CNL) messages (ICAO)
Derived from:
Reference:
3.1.1.13 CPL
message indicator for current flight plan (CPL) messages (ICAO)
Derived from:
Reference:
3.1.1.14 DEP
message indicator for departure (DEP) messages (ICAO)
Derived from:
Reference:
3.1.1.15 DLA
message indicator for delay (DLA) messages (ICAO)
Derived from:
Reference:
3.1.1.16 EST
message indicator for estimate (EST) messages (ICAO)
Derived from:

Status: Approved
Page 3 of 56
.3.1 - GENERAL
Reference:
3.1.1.17 FIR
Derived from:
3.1.1.18 FPL
message indicator for filed flight plan (FPL) messages (ICAO)
Derived from:
Reference:
3.1.1.19 IFR
Derived from:
3.1.1.20 IMC
instrument meteorological conditions (ICAO)
Derived from:
Reference:
3.1.1.21 LAM
message indicator for logical acknowledgement (LAM) messages (ICAO)
Derived from:
Reference:
3.1.1.22 LoA
Letter of Agreement (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
3.1.1.23 RCF
message indicator for radiocommunication failure (RCF) messages (ICAO)
Derived from:
Reference:
3.1.1.24 RNAV
area navigation (ICAO)
Derived from:

Status: Approved
Page 4 of 56
.3.1 - GENERAL
3.1.1.25 RNP
required navigation performance (ICAO)
Derived from:
Source Paragraph: R192
Reference:
3.1.1.26 RPL
repetitive flight plan (ICAO)
Derived from:
3.1.1.27 RVR
Runway Visual Range (ICAO)
Derived from:
Reference: ICAO Annex 3; ICAO Annex 4; ICAO Annex 6; ICAO Annex 10 Volume 1; ICAO Annex 11; ICAO Annex 14 Volume
1; ICAO DOC 4444;
3.1.1.28 RVSM
reduced vertical separation minimum (ICAO)
Derived from:
3.1.1.29 SSR
secondary surveillance radar (ICAO)
Derived from:
Reference: ICAO Annex 10/IV; ICAO DOC 4444;
3.1.1.30 STAR
standard instrument arrival (ICAO)
Derived from:
Reference:
3.1.1.31 UAC
Upper Area Control (Centre) (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
3.1.1.32 VFR
Derived from:

Status: Approved
Page 5 of 56
.3.1 - GENERAL
3.1.2 Definitions
-
3.1.2
3.1.2.1 accepting unit
Air traffic control unit next to take control of an aircraft (ICAO).
Derived from:
Reference: ICAO Annex 11 Amendment 40 (2001);
3.1.2.2 accepting unit/controller

Air traffic control unit/air traffic controller next to take control of an aircraft (ICAO).
Derived from:
Reference:

Derived from:
3.1.2.4 aeronautical fixed telecommunication network (AFTN)

A world-wide system of aeronautical fixed circuits provided, as part of the aeronautical fixed
service, for the exchange of messages and/or digital data between aeronautical fixed stations
having the same or compatible communications characteristics (ICAO).
Derived from:
Reference: ICAO Annex 3; ICAO Annex 10 Volume 2; ICAO DOC 9705;
3.1.2.5 aeronautical mobile service (AMS)

A mobile service between aeronautical stations and aircraft stations, or between aircraft
stations, in which survival craft stations may participate; emergency position-indicating
radiobeacon stations may also participate in this service on designated distress and emergency
frequencies (ICAO).
Derived from:
3.1.2.6 formation flights

two or more flights of motorized aircraft which are flown, after an advance agreement, in the
same direction and with the same speed, if the vertical distance between the individual aircraft
amounts to not more than 30m and the horizontal distance to not more than 1 km (LVR).
Derived from:
Source Paragraph: §2 Abs.59
Reference:
3.1.2.7 air traffic control clearance; clearance; ATC clearance

Authorization for an aircraft to proceed under conditions specified by an air traffic control unit
(ICAO).
Note 1.- For convenience, the term "air traffic control clearance" is frequently abbreviated to
"clearance" when used in appropriate contexts.

Status: Approved
Page 6 of 56
.3.1 - GENERAL
Note 2.- The abbreviated term "clearance" may be prefixed by the words "taxi", "take-off",
"departure", "en route", "approach" or "landing" to indicate the particular portion of flight to which
the air traffic control clearance relates.
Derived from:
3.1.2.8 air traffic control unit; ATC unit

A generic term meaning variously, area control centre, approach control unit or aerodrome
tower (ICAO).
Derived from:

Derived from:
Source Paragraph:
Reference:
3.1.2.10 aircraft identification (ACID)

A group of letters, figures or a combination thereof which is either identical to, or the coded
equivalent of, the aircraft call sign to be used in air-ground communications, and which is used
to identify the aircraft in ground-ground air traffic services communications (ICAO).
Derived from:

Derived from:

Derived from:

(EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
3.1.2.14 arrival routes

Status: Approved
Page 7 of 56
.3.1 - GENERAL
Routes identified in an instrument approach procedure by which aircraft may proceed from the
en-route phase of flight to an initial approach fix (ICAO).
Derived from:
3.1.2.15 automatic dependent surveillance (ADS)

A surveillance technique in which aircraft automatically provide, via a data link, data derived
from on-board navigation and position-fixing systems, including aircraft identification, four-
dimensional position, and additional data as appropriate (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 10 Volume 3; ICAO Annex 11; ICAO DOC 4444; ICAO DOC 9705;
3.1.2.16 Categories of precision approach and landing operations.

Category I (CAT I) operation.
A precision instrument approach and landing with a decision height not lower than 60 m (200
ft) and with either a visibility not less than 800 m or a runway visual range not less than 500 m
(ICAO).
Note.- Where the decision height (DH) and runway visual range (RVR) fall into different
categories of operation, the instrument approach and landing operation would be conducted
in accordance with the requirements of the most demanding category (e.g. an operation with
a DH in the range of CAT IIIA but with an RVR in the range of CAT IIIB would be considered
a CAT IIIB operation or an operation with a DH in the range of CAT II but with an RVR in the
range of CAT I would be considered a CAT II operation).
Derived from:

Category II (CAT II) operation.
A precision instrument approach and landing with a decision height lower than 60 m (200 ft),
but not lower than 30 m (100 ft), and a runway visual range not less than 350 m (ICAO).
Derived from:

Category IIIA (CAT IIIA) operation.
A precision instrument approach and landing with:
a) a decision height lower than 30 m (100 ft) or no decision height; and
b) a runway visual range not less than 200 m (ICAO).

Status: Approved
Page 8 of 56
.3.1 - GENERAL
Derived from:

Category IIIB (CAT IIIB) operation.
A precision instrument approach and landing with:
a) a decision height lower than 15 m (50ft) or no decision height; and
b) a runway visual range less than 200 m but not less than 50 m (ICAO).
Derived from:

Category IIIC (CAT IIIC) operation.
A precision instrument approach and landing with no decision height and no runway visual
range limitations (ICAO).
Derived from:
3.1.2.21 clearance limit

The point to which an aircraft is granted an air traffic control clearance (ICAO).
Derived from:
3.1.2.22 control area (CTA)

A controlled airspace extending upwards from a specified limit above the earth (ICAO).
Derived from:

Derived from:
Reference:
3.1.2.24 cruise climb; drift up

Status: Approved
Page 9 of 56
.3.1 - GENERAL
An aeroplane cruising technique resulting in a net increase in altitude as the aeroplane mass
decreases. (ICAO)
Derived from:
3.1.2.25 cruising level

A level maintained during a significant portion of a flight. (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO DOC 4444; ICAO Annex 3; ICAO Annex 6; ICAO Annex 11;
3.1.2.26 emergency phase

A generic term meaning, as the case may be, uncertainty phase, alert phase or distress
phase (ICAO).
Derived from:
Source Paragraph: E58
3.1.2.27 essential local traffic

Essential local traffic shall be considered to consist of any aircraft, vehicle or personnel on or
near the manoeuvring area or traffic operating in the vicinity of the aerodrome, which may
constitute a hazard to the aircraft concerned. (ICAO)
Derived from:
Reference:
3.1.2.28 expected approach time (EAT)

The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding
point to complete its approach for a landing. (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Doc 4444; LVR § 2 60;
3.1.2.29 holding fix

A geographical location that serves as a reference for a holding procedure (ICAO).
Derived from:
Source Paragraph: Chapter 1
3.1.2.30 holding point (definition not longer in use)

The defined term "holding point" has been replaced by the term "holding fix" (see definition).
Note.- In radiotelephony phraseologies, the expression "holding point" may be used to
designate the runway-holding position.
Source Paragraph:
Reference: ICAO DOC 4444; ICAO DOC 9713;
3.1.2.31 instrument approach procedure (IAP)

Status: Approved
Page 10 of 56
.3.1 - GENERAL
A series of predetermined manoeuvres by reference to flight instruments with specified

protection from obstacles from the initial approach fix, or where applicable, from the beginning
of a defined arrival route to a point from which a landing can be completed and thereafter, if a
landing is not completed, to a position at which holding or en-route obstacle clearance criteria
apply. Instrument approach procedures are classified as follows:
Non-precision approach (NPA) procedure. An instrument approach procedure which utilizes
lateral guidance but does not utilize vertical guidance.
Approach procedure with vertical guidance (APV). An instrument procedure which utilizes
lateral and vertical guidance but does not meet the requirements established for precision
approach and landing operations.
Precision approach (PA) procedure. An instrument approach procedure using precision lateral
and vertical guidance with minima as determined by the category of operation (ICAO).
Note.- Lateral and vertical guidance refers to the guidance provided either by:
a) a ground-based navigation aid; or
b) computer-generated navigation data
Derived from:
Reference:
3.1.2.32 level (LVL)

A generic term relating to the vertical position of an aircraft in flight and meaning variously,
height, altitude or flight level (ICAO).
Derived from:
Source Paragraph: L72
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 4; ICAO Annex 11; ICAO DOC 8168; ICAO DOC 4444;
3.1.2.33 primary radar

A radar system which uses reflected radio signals (ICAO).
Derived from:
Source Paragraph: P259
3.1.2.34 primary surveillance radar (PSR)

A surveillance radar system which uses reflected radio signals (ICAO).
Derived from:
3.1.2.35 radar approach

An approach in which the final approach phase is executed under the direction of a
radar controller (ICAO).
Derived from:
3.1.2.36 radar control

Term used to indicate that radar-derived information is employed directly in the provision of air
traffic control service (ICAO).
Derived from:

Status: Approved
Page 11 of 56
.3.1 - GENERAL
3.1.2.37 radar controller

A qualified air traffic controller holding a radar rating appropriate to the functions to which he
is assigned (ICAO).
Derived from:
3.1.2.38 radar identification

The situation which exists when the radar position of a particular aircraft is seen on a radar
display and positively identified by the air traffic controller (ICAO).
Derived from:
3.1.2.39 radar separation

The separation used when aircraft position information is derived from radar sources (ICAO).
Derived from:
3.1.2.40 release
authorization for an accepting unit to issue specific clearances to aircraft as indicated by the
transferring unit prior to transfer of control (ACG).
Derived from:
Source Paragraph:
Reference:
3.1.2.41 release point

A specified point, determined in terms of time values, geographical positions or levels, located
along the flight path of an aircraft at which the release granted by the transferring unit becomes
valid (ACG).
Note.- The release point is located after the transfer of communication point and prior the
transfer of control point.
Derived from:
Source Paragraph:
Reference:
3.1.2.42 required navigation performance (RNP)

A statement of the navigation performance necessary for operation within a defined
airspace. (ICAO)
Derived from:
Reference: ICAO Annex 4; ICAO Annex 6; ICAO Annex 11;
3.1.2.43 runway-holding position

A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/
MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless
otherwise authorized by the aerodrome control tower (ICAO).
Note.- In radiotelephony phraseologies, the expression "holding point" is used to designate the
runway-holding position.

Status: Approved
Page 12 of 56
.3.1 - GENERAL
Derived from:
Reference:
3.1.2.44 secondary surveillance radar (SSR)

A surveillance radar system which uses transmitters/receivers (interrogators) and
transponders (ICAO).
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 10 Volume 4;
3.1.2.45 significant point

A specified geographical location used in defining an ATS route or the flight path of an aircraft
and for other navigation and ATS purposes. (ICAO)
Derived from:
Reference: ICAO Annex 4; ICAO DOC 4444; ICAO Annex 11;
3.1.2.46 special VFR flight (SVFR)

A VFR flight cleared by air traffic control to operate within a control zone in meteorological
conditions below VMC (ICAO).
Derived from:
3.1.2.47 standard instrument arrival (STAR)

A designated instrument flight rule (IFR) arrival route linking a significant point, normally on an
ATS route, with a point from which a published instrument approach procedure can be
commenced. (ICAO)
Derived from:
Reference: ICAO DOC 8400; ICAO DOC 8168 Vol. 1; ICAO DOC 4444;
3.1.2.48 standard instrument departure (SID)

A designated instrument flight rule (IFR) departure route linking the aerodrome or a specified
runway of the aerodrome with a specified significant point, normally on a designated ATS route,
at which the en-route phase of a flight commences. (ICAO)
Derived from:
Reference: ICAO DOC 8400; ICAO DOC 8168; ICAO DOC 4444;
3.1.2.49 state aircraft

any aircraft that are used for military, customs, police or other law enforcement services of a
State (see Article 3 of the Chicago Convention). (ICAO)
Derived from:
Reference: ICAO DOC 9626; AIZ;
3.1.2.50 transfer of control

Transfer of responsibility for providing air traffic control service (ICAO).

Status: Approved
Page 13 of 56
.3.1 - GENERAL
Derived from:
Source Paragraph: T183
3.1.2.51 transfer of control point

A defined point located along the flight path of an aircraft, at which the responsibility for
providing air traffic control service to the aircraft is transferred from one control unit or control
position to the next (ICAO).
Derived from:
3.1.2.52 transferring unit

Air traffic control unit in the process of transferring the responsibility for providing air traffic
control service to an aircraft to the next air traffic control unit along the route of flight. (ICAO)
Derived from:

-
3.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
3.1.4 References
-
3.1.4
Derived from:
Source Paragraph:
Reference:
l Abteilungsrichtlinie ATM Nr. 07 - Liste der Namensabkürzungen

Derived from:

Status: Approved
Page 14 of 56
.3.1 - GENERAL
Source Paragraph:
Reference:
l Aeronautical Information Circular - Radio Communication Procedures for the Aeronautical

Mobile Service
Derived from:
Source Paragraph:
Reference:
l Funktionen und Geräte des Vienna Air Traffic Control System (VAS) (FDR 30)
Derived from:
Source Paragraph:
Reference:
l Beschreibung und Handhabung der Flugdatenverarbeitung (FDR 31)

Derived from:
Source Paragraph:
Reference:
l EUROCONTROL Common Format, Cross-Border, Inter-Centre Letter of Agreement

(model document)
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 15 of 56
.3.2 - MESSAGES
3.2 Messages
-
3.2
3.2.1 Types of Messages
-
3.2.1
3.2.1.1 The priority indicator shown in parentheses at the end of each message is for use in the AFTN
only. Further information concerning priority indicators may be obtained from ICAO DOC 4444,
11.2.1.2.2 and ICAO Annex 10, Vol. II Chapter 4.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444, 11.1; ICAO DOC 4444, 11.2.1.2.2;
3.2.1.2 Emergency messages comprise:

Derived from:
Source Paragraph:
Reference: ICAO DOC 4444, 11.1.2;
a) distress messages and distress traffic, including messages relating to a distress phase
(SS);
Derived from:
Reference:
b) urgency messages, including messages relating to an alert phase or to an uncertainty

phase (SS);
Derived from:
Reference:
c) other messages concerning known or suspected emergencies which do not fall under a)
or b) above, and radiocommunication failure messages (FF or higher as required).
Derived from:
Reference:
3.2.1.3 Movement and control messages comprise:

Derived from:
Source Paragraph:
a) filed flight plan messages and associated update messages (FF), including:
Derived from:
Reference:
l filed flight plan messages

Derived from:
Source Paragraph: 11.1.3 a) Punkt 1
Reference:
l delay messages

Status: Approved
Page 16 of 56
.3.2 - MESSAGES
Derived from:
Reference:
l modification messages
Derived from:
Reference:
l flight plan cancellation messages

Derived from:
Reference:
l departure messages
Derived from:
Reference:
l arrival messages;
Derived from:
Reference:
b) coordination messages (FF), including:

Derived from:
Reference:
l current flight plan messages

Derived from:
Source Paragraph: 11.1.3 b) Punkt 1
Reference:
l estimate messages
Derived from:
Reference:
l coordination messages
Derived from:
Reference:
l acceptance messages
Derived from:
Reference:
l logical acknowledgement messages;

Derived from:

Status: Approved
Page 17 of 56
.3.2 - MESSAGES
Reference:
c) supplementary messages (FF), including:

Derived from:
Reference:
l request flight plan messages

Derived from:
Source Paragraph: 11.1.3 c) Punkt 1
Reference:
l request supplementary flight plan messages

Derived from:
Reference:
l supplementary flight plan messages;

Derived from:
Reference:
d) control messages (FF), including:

Derived from:
Reference:
l clearance messages
Derived from:
Source Paragraph: 11.1.3 d) Punkt 1
Reference:
l transfer of control messages

Derived from:
Reference:
l flow control messages

Derived from:
Reference:
l position report and air-report messages.

Derived from:
Reference:
3.2.1.4 Flight information messages comprise:

Derived from:
Source Paragraph:

Status: Approved
Page 18 of 56
.3.2 - MESSAGES
a) messages containing traffic information (FF);

Derived from:
Reference:
b) messages containing meteorological information (FF or GG);

Derived from:
Reference:
c) messages concerning the operation of aeronautical facilities (GG);

Derived from:
Reference:
d) messages containing essential aerodrome information (GG);

Derived from:
Reference:
e) messages concerning air traffic incident reports (FF).

Derived from:
Reference:
3.2.2 Transmission of Messages

-
3.2.2
3.2.2.1 The use in this chapter of expressions such as originated, transmitted, addressed or received
does not necessarily imply that reference is made to a teletypewriter or digital data interchange
for a computer-to-computer message. Except where specifically indicated, the messages
described in this chapter may also be transmitted by voice, in which case the four terms above
represent initiated, spoken by, spoken to and listened to respectively.
Derived from:
Source Paragraph: 11.2 Note
Reference:
3.2.2.2 Air traffic services messages shall be prepared and transmitted with standard texts in a
standard format and in accordance with standard data conventions, as and when prescribed.
Derived from:
Reference: ICAO Annex 11, Chapter 6 (requirement for recording of dirct-speech communications);
3.2.2.3 When messages are exchanged orally between the relevant air traffic services units, an oral
acknowledgement shall constitute evidence of receipt of the message. No confirmation in
written form shall therefore be required.
Derived from:

Status: Approved
Page 19 of 56
.3.2 - MESSAGES
3.2.2.4 Detailed complementary procedures for the transmission of messages (either verbally or by
any other means), based on the guidelines troughout this chapter shall be prescribed in local
instructions.
Derived from:
Source Paragraph:
Reference:
3.2.3 Alerting Messages

-
3.2.3
3.2.3.1 When an air traffic services unit considers that an aircraft is in a state of emergency, an alerting
message shall be transmitted to any air traffic services unit that may be concerned with the
flight and to the associated rescue coordination centres.
Derived from:
Reference:
3.2.3.2 When so agreed between the air traffic services units concerned, a communication relating to
an emergency phase and originated by a unit employing automatic data-processing equipment
may take the form of a modification message, supplemented by a verbal message giving the
additional details prescribed for inclusion in an alerting message.
Derived from:
Reference:
The notification shall contain such of the following information as is available in the order listed:
Derived from:
a) designation of the current alert phase, as appropriate to the phase of the emergency;
Derived from:
b) agency and person calling;

Derived from:
c) nature of the emergency;

Derived from:
d) significant information from the flight plan;

Derived from:
e) unit which made last contact, time and means used;


Status: Approved
Page 20 of 56
.3.2 - MESSAGES
Derived from:
Source Paragraph: 5.2.2.e
f) last position report and how determined;

Derived from:
Source Paragraph: 5.2.2.f)
g) colour and distinctive marks of aircraft;

Derived from:
Source Paragraph: 5.2.2.g)
h) dangerous goods carried as cargo;

Derived from:
Source Paragraph: 5.2.2.h)
i) any action taken by reporting office; and

Derived from:
Source Paragraph: 5.2.2.i
j) other pertinent remarks.

Derived from:
Source Paragraph: 5.2.2.j
Reference:
Note(1): Significant information from the flight plan refers especially to the aircraft's type
and registration, persons on board and endurance.
Derived from:
Source Paragraph:
Reference: ZSRV § 15 Abs.4; ICAO Annex 11, 5.2.2;
3.2.4 Radio Communication Failure Messages

-
3.2.4
3.2.4.1 When an air traffic services unit is aware that an aircraft in its area is experiencing
radiocommunication failure, an RCF message shall be transmitted to all subsequent ATS units
along the route of flight which have already received basic flight plan data (FPL or RPL) and
to the aerodrome control tower at the destination aerodrome, if basic flight plan data has been
previously sent.
Derived from:
Reference:
3.2.4.2 If the next ATS unit has not yet received basic flight plan data because it would receive a current
flight plan message in the coordination process, then an RCF message and a current flight plan
(CPL) message shall be transmitted to this ATS unit. In turn, this ATS unit shall transmit an
RCF message and a CPL message to the next ATS unit. The above process shall be repeated
progressively from centre to centre up to the first ATS unit along the remaining route of flight
to which basic flight plan data has already been sent.

Status: Approved
Page 21 of 56
.3.2 - MESSAGES
Derived from:
Reference:
3.2.5 Current Flight Plan Messages

-
3.2.5
3.2.5.1 Unless basic flight plan data have already been distributed (FPL or RPL) which will be
supplemented by coordination data in the estimate message, a CPL message shall be
transmitted by each ACC to the next ACC and from the last ACC to the aerodrome control tower
at the destination aerodrome, for each controlled flight.
Derived from:
Source Paragraph: 11.4.2.3.2.1
Reference:
Note(2): Within this section "ACC" is used to designate the respective ATS unit providing
area control service.
Derived from:
Source Paragraph:
Reference:
3.2.5.2 When an aircraft traverses a very limited portion of a control area where, by agreement between
the appropriate ATS authorities concerned, coordination of air traffic through that portion of the
control area has been delegated to and is effected directly by the two centres whose control
areas are separated by that portion, CPLs shall be transmitted directly between such units.
Derived from:
Reference:
3.2.5.3 A CPL message shall be transmitted in sufficient time to permit each air traffic services unit
concerned to receive the information at least 20 minutes before the time at which the aircraft
is estimated to pass the transfer of control point or boundary point at which it comes under the
control of such unit, unless another period of time has been prescribed in local instructions,
based on LoAs. This procedure shall apply whether or not the ATS unit responsible for
origination of the message has assumed control of, or established contact with, the aircraft by
the time the transmission is to be effected.
Derived from:
Reference:
3.2.5.4 When a CPL message is transmitted to a centre which is not using automatic data processing
equipment, the lead-time shall be in accordance with the LoA(s) between the respective units
and shall be reflected in the relevant local instructions.
Derived from:
Source Paragraph:
Reference:
3.2.5.5 A CPL message shall include only information concerning the flight from the point of entry into
the next control area or advisory airspace to the destination aerodrome.
Derived from:
Reference:

Status: Approved
Page 22 of 56
.3.2 - MESSAGES
3.2.6 Estimate Messages
-
3.2.6
3.2.6.1 When basic flight plan data for a flight has been provided, an EST message shall be transmitted
by each ATS unit to the next ATS unit along the route of flight.
Derived from:
Reference:
3.2.6.2 An EST message shall be transmitted in sufficient time to permit the air traffic services unit
concerned to receive the information at least 20 minutes before the time at which the aircraft
is estimated to pass the transfer of control point or boundary point at which it comes under the
control of such unit, unless another period of time has been prescribed. This procedure shall
apply whether or not the ATS unit responsible for origination of the message has assumed
control of, or established contact with, the aircraft by the time the transmission is to be effected.
Derived from:
Reference:
3.2.6.3 When an EST message is transmitted to a centre which is not using automatic data processing
equipment, the lead-time shall be in accordance with the LoA(s) between the respective units
and shall be reflected in the relevant local instructions.
Derived from:
Source Paragraph:
Reference:
3.2.7 Coordination Messages

-
3.2.7
3.2.7.1 A CDN message shall be transmitted during the coordination process by an accepting unit to
the transferring unit when the former wishes to propose a change to coordination data as
contained in a previously received CPL or EST message.
Derived from:
Reference:
3.2.7.2 If the transferring unit wishes to propose a change to the data contained in a CDN message
received from the accepting unit, a CDN message shall be transmitted to the accepting unit.
Derived from:
Reference:
3.2.7.3 The process described above is repeated until the coordination process is completed by the
transmission of an acceptance (ACP) message by one of the two units concerned. Normally,
however, when a change is proposed to a CDN message, direct-speech circuits shall be used
to resolve this issue.
Derived from:
Reference:
3.2.7.4 After the coordination process has been completed, if one of the two ATS units concerned
wishes to propose or notify any change in basic flight plan data or conditions of transfer, a CDN

Status: Approved
Page 23 of 56
.3.2 - MESSAGES
message shall be transmitted to the other unit. This requires that the coordination process be
repeated.
Derived from:
Reference:
3.2.7.5 A repeated coordination process requires to be completed by the transmission of an ACP

message. Normally, in a repeated coordination process, direct-speech circuits shall be used.
Derived from:
Reference:
3.2.8 Acceptance Messages

-
3.2.8
3.2.8.1 Unless special arrangements have been made between the air traffic control units concerned
in accordance with 3.4.2 , an ACP message shall be transmitted by an accepting unit to the
transferring unit to indicate that data in a CPL or an EST message is accepted.
Derived from:
Reference:
3.2.8.2 Either the accepting unit or the transferring unit shall transmit an ACP message to indicate that
data received in a CDN message is accepted and that the coordination process is completed.
Derived from:
Reference:
3.2.9 Logical Acknowledge Messages

-
3.2.9
3.2.9.1 A LAM message shall be used only between ATC computers.
Derived from:
Reference:
3.2.9.2 An ATC computer shall transmit an LAM message in response to a CPL or EST or other
appropriate message which is received and processed up to the point where the operational
content will be received by the appropriate controller.
Derived from:
Reference:
3.2.9.3 The transferring centre shall set an appropriate reaction time parameter when the CPL or EST
message is transmitted. If the LAM message is not received within the parameter time, an
operational warning shall be initiated and reversion to telephone and manual mode shall ensue.
Derived from:
Reference:

Status: Approved
Page 24 of 56
.3.2 - MESSAGES
3.2.10 Clearance Messages
-
3.2.10
3.2.10.1 Clearances shall contain positive and concise data and shall, as far as practicable, be phrased
in a standard manner.
Derived from:
Reference:
3.2.10.2 Clearances shall contain the following in the order listed:

Derived from:
Reference:
a) aircraft identification;
Derived from:
Source Paragraph: 11.4.2.5.2.1 a)
Reference:
b) clearance limit;
Derived from:
Source Paragraph: 11.4.2.5.2.1 b)
Reference:
c) route of flight;
Derived from:
Source Paragraph: 11.4.2.5.2.1 c)
Reference:
d) level(s) of flight for the entire route or part thereof and changes of levels if required;
Derived from:
Source Paragraph: 11.4.2.5.2.1 d)
Reference:
Note(3): If the clearance for the levels covers only part of the route, it is important for the
air traffic control unit to specify a point to which the part of the clearance regarding
levels applies whenever necessary to ensure compliance with established
communication failure procedures.
Derived from:
Source Paragraph: 11.4.2.5.2.1 d) Note
Reference:
e) any necessary instructions or information on other matters such as SSR transponder

operation, approach or departure manoeuvres, communications and the time of expiry of
the clearance.
Derived from:
Source Paragraph: 11.4.2.5.2.1 e)
Reference:
Note(4): The time of expiry of the clearance indicates the time after which the clearance
will be automatically cancelled if the flight has not been started.

Status: Approved
Page 25 of 56
.3.2 - MESSAGES
Derived from:
Source Paragraph: 11.4.2.5.2.1 e) Note
Reference:
3.2.10.3 Instructions included in clearances relating to levels shall consist of:

Derived from:
Reference:
a) cruising level(s) or, for cruise climb, a range of levels, and, if necessary, the point to which
the clearance is valid with regard to the level(s);
Derived from:
Reference:
Note(5): See 3.2.10.2 d) or 10.2.2.2 d) and associated Note.

Derived from:
Source Paragraph: 11.4.2.5.2.2 a) Note
Reference:
b) levels at which specified significant points are to be crossed, when necessary;

Derived from:
Reference:
c) the place or time for starting climb or descent, when necessary;

Derived from:
Reference:
d) the rate of climb or descent, when necessary;

Derived from:
Reference:
e) detailed instructions concerning departure or approach levels, when necessary.

Derived from:
Reference:
3.2.10.4 It is the responsibility of the aeronautical station or aircraft operator who has received the
clearance to transmit it to the aircraft at the specified or expected delivery time, and to notify
the air traffic control unit promptly if it is not delivered within a specified period of time.
Derived from:
Reference:
3.2.10.5 Personnel receiving clearances for transmission to aircraft shall transmit such clearances in
the exact phraseology in which they are received. In those cases where the personnel
transmitting the clearances to the aircraft do not form part of the air traffic services, it is essential
that appropriate arrangements be made to meet this requirement.

Status: Approved
Page 26 of 56
.3.2 - MESSAGES
Derived from:
Reference:
3.2.11 Transfer of Control Messages

-
3.2.11
3.2.11.1 The provisions governing transfer of control are contained in 3.4.2 of this document.
Phraseology to be used in voice communications is contained in 3.3.9 of this document.
Format and data conventions for automated interchange of transfer of control messages have
not yet been developed.
Derived from:
Source Paragraph: 11.4.2.5.3 Note
Reference:
3.2.12 Flow Control Messages

-
3.2.12
3.2.12.1 Format and data conventions for automated interchange of flow control messages have not
yet been developed.
Derived from:
Source Paragraph: 11.4.2.5.4 Note 2
Reference:

Status: Approved
Page 27 of 56
.3.3 - PROCEDURES AND COMMITMENTS
3.3 Procedures and Commitments
-
3.3
3.3.1 Standard Procedures & Letters of Agreement
-
3.3.1
3.3.1.1 ATS units should, to the extent possible, establish and apply standardized procedures for the
coordination and transfer of control of flights, in order, inter alia , to reduce the need for verbal
coordination. Such coordination procedures shall conform to the procedures contained in the
following provisions and be specified in letters of agreement and local instructions, as
applicable.
Derived from:
Reference:
3.3.1.2 Such agreements and instructions shall cover the following as relevant:
Derived from:
Reference:
a) definition of areas of responsibility and common interest, airspace structure and airspace
classification(s);
Derived from:
Source Paragraph: 10.4.1.3 a)
Reference:
b) any delegation of responsibility for the provision of ATS;

Derived from:
Source Paragraph: 10.4.1.3 b)
Reference:
c) procedures for the exchange of flight plan and control data, including use of automated
and/or verbal coordination messages;
Derived from:
Source Paragraph: 10.4.1.3 c)
Reference:
d) means of communication;
Derived from:
Source Paragraph: 10.4.1.3 d)
Reference:
e) requirements and procedures for approval requests;

Derived from:
Source Paragraph: 10.4.1.3 e)
Reference:
f) significant points, levels or times for transfer of control;

Derived from:
Source Paragraph: 10.4.1.3 f)
Reference:
g) significant points, levels or times for transfer of communication;


Status: Approved
Page 28 of 56
Derived from:
Source Paragraph: 10.4.1.3 g)
Reference:
h) conditions applicable to the transfer and acceptance of control, such as specified altitudes/
flight levels, specific separation minima or spacing to be established at the time of transfer,
and the use of automated radar handover;
Derived from:
Source Paragraph: 10.4.1.3 h)
Reference:
i) radar coordination procedures and SSR Code assignment procedures;

Derived from:
Source Paragraph: 10.4.1.3 i)
Reference:
j) procedures for departing traffic;

Derived from:
Source Paragraph: 10.4.1.3 j)
Reference:
k) designated holding fixes and procedures for arriving traffic;

Derived from:
Source Paragraph: 10.4.1.3 k)
Reference:
l) applicable contingency procedures; and

Derived from:
Source Paragraph: 10.4.1.3 l)
Reference:
m) any other provisions or information relevant to the coordination and transfer of control of
flights.
Derived from:
Source Paragraph: 10.4.1.3 m)
Reference:
3.3.1.3 The Eurocontrol document "Common Format, Cross-Border, Inter-Centre Letter of Agreement"
shall be used as far as applicable as a guideline when forming the structure and/or content of
a LoA.
Derived from:
Source Paragraph:
Reference:
3.3.1.4 ACCs shall, except where procedures providing for the use of standard departure clearances
have been implemented, forward a clearance to approach control units or aerodrome control
towers with the least possible delay after receipt of request made by these units, or prior to
such request if practicable.
Derived from:
Reference:

Status: Approved
Page 29 of 56
3.3.1.5 The coordination and transfer of control of a flight between successive ATC units and control
sectors shall be effected by a process comprising the following stages:
Derived from:
Reference:
a) coordination of and agreement on the transfer of control conditions; and

Derived from:
Reference:
b) announcement of the flight and the proposed transfer of control conditions;

Derived from:
Reference:
c) the transfer of control to the accepting ATC unit or control sector.

Derived from:
Reference:
3.3.1.6 Where standard clearances for departing aircraft have been agreed to between the units
concerned, the aerodrome control tower will normally issue the appropriate standard clearance
without prior coordination with or approval from the approach control unit or ACC.
Derived from:
Reference:
3.3.1.7 Prior coordination of clearances shall be effected in the event that a variation to the standard
clearance or the standardized transfer of control procedures is necessary or desirable for
operational reasons.
Derived from:
Reference:
3.3.1.8 Provision shall be made to ensure that the approach control unit at all times is kept informed
of the sequence in which aircraft will depart as well as the runway to be used.
Derived from:
Reference:
3.3.1.9 Provision shall be made to display the designators of assigned SIDs to the aerodrome control
tower, the approach control unit and/or the ACC as applicable.
Derived from:
Reference:
3.3.1.10 Where standard clearances for arriving aircraft are in use and, provided no terminal delay is
expected, clearance to follow the appropriate STAR will normally be issued by the last unit

Status: Approved
Page 30 of 56
providing area control service to this flight without prior coordination with or approval from the
approach control unit or the aerodrome control tower as applicable.
Derived from:
Reference:
Derived from:
Reference:
3.3.1.12 Provision shall be made to ensure that the approach control unit is at all times kept informed
of the sequence of aircraft following the same STAR.
Derived from:
Reference:
3.3.1.13 Provision shall be made to display the designators of assigned STARs to the ACC, the
approach control unit and/or the aerodrome control tower, as applicable.
Derived from:
Reference:
3.3.1.14 Air traffic services units shall, either routinely or on request, in accordance with locally agreed
procedures, provide appropriate military units with pertinent flight plan and other data
concerning flights of civil aircraft.
Derived from:
Reference:
3.3.2 Flight Information Service & Alerting Service

-
3.3.2
3.3.2.1 In circumstances where an aircraft is experiencing an emergency or has declared minimum
fuel, or in any other situation wherein the safety of the aircraft is not assured, the type of
emergency and the circumstances experienced by the aircraft shall be included in the
coordination message.
Derived from:
Reference:
3.3.2.2 Where this is deemed necessary by the appropriate ATS authority or authorities, coordination
between ATS units providing flight information service in adjacent FIRs shall be effected in
respect of IFR and VFR flights, in order to ensure continued flight information service to such
aircraft in specified areas or along specified routes. Such coordination shall be effected in
accordance with an agreement between the ATS units concerned.
Derived from:

Status: Approved
Page 31 of 56
Reference:
3.3.2.3 Where coordination of flights is effected in accordance with 12.4.2.1 , this shall include
transmission of the following information on the flight concerned:
Derived from:
Reference:
a) appropriate items of the current flight plan; and

Derived from:
Reference:
b) the time at which last contact was made with the aircraft concerned.
Derived from:
Reference:
3.3.2.4 This information shall be forwarded to the air traffic services unit in charge of the next FIR in
which the aircraft will operate prior to the aircraft entering such FIR.
Derived from:
Reference:
3.3.3 Exchange of Information

-
3.3.3
3.3.3.1 ATC units shall forward from unit to unit, as the flight progresses, necessary flight plan and
control information.
Derived from:
Reference:
3.3.3.2 The flight plan and control information shall be transmitted in sufficient time to permit reception
and analysis of the data by the receiving unit and necessary coordination between the two units
concerned.
Derived from:
Reference:
3.3.3.3 If a flight should enter an adjacent area, information concerning any revision of estimate of
three minutes or more shall be forwarded to the adjacent unit providing area control normally
by telephone.
Derived from:
Reference: PANS ATM 10.4.2;
3.3.3.4 Progression of a flight between successive control sectors and/or control centres shall be
effected by a coordination and transfer process comprising the following stages:
Derived from:

Status: Approved
Page 32 of 56
Reference:
a) the announcement of the flight and the proposed conditions of transfer of control; and
Derived from:
Reference:
b) coordination of the conditions of transfer and acceptance followed by the assumption of

control by the receiving unit.
Derived from:
Reference:
3.3.3.5 The announcement of the flight shall be by a current flight plan message containing all relevant
ATS data or by an estimate message containing the proposed conditions of transfer. An
estimate message shall be used only when updated basic flight plan data is already available
at the receiving ATS unit.
Derived from:
Reference:
3.3.3.6 A receiving ATS unit to whom the proposed conditions of transfer are not acceptable shall
decline to accept the aircraft as proposed and shall initiate further coordination by proposing
alternative acceptable conditions.
Derived from:
Reference:
3.3.3.7 The coordination process shall be considered to be completed as soon as the proposed
conditions contained in the current flight plan message, or in the estimate message or in one
or more counter-proposals, are accepted by an operational or logical procedure.
Derived from:
Reference:
3.3.3.8 Unless an operational acknowledgement is received, a logical acknowledgement message

shall be automatically transmitted by the receiving computer in order to ensure the integrity of
the coordination process employing computer-to-computer links. This message shall be
transmitted when the transfer data has been received and processed to the point that, in the
event of a temporary failure by the receiving computer, the information will be brought to the
attention of the appropriate air traffic controller.
Derived from:
Reference:
3.3.3.9 The transfer of control shall be either explicit or, by agreement between the two units
concerned, implicit, i.e. no communication need be exchanged between the transferring and
accepting units.
Derived from:
Reference:

Status: Approved
Page 33 of 56
3.3.3.10 When the transfer of control involves exchange of data, the proposal for transfer shall include
radar information if appropriate. Since the proposal relates to previously accepted coordination
data, further coordination shall normally not be required. However, acceptance shall be
required.
Derived from:
Reference:
3.3.3.11 If after receipt of radar information the accepting centre is unable to identify the aircraft
immediately, additional communication shall ensue to obtain new radar information, if
appropriate.
Derived from:
Reference:
3.3.3.12 When control has been assumed of the transferred aircraft the accepting unit shall complete
the transfer of control process by communicating assumption of control to the transferring unit,
unless special arrangements have been made between the units concerned.
Derived from:
Reference:
3.3.4 Flight Level Coordination Between LAUs and ACC and Vice Versa
-
3.3.4
3.3.4.1 Revisions shall be forwarded to the respective unit or sector dealing with the flight (plan) data.
In case flights are announced and coordinated through LAU airspace only and requesting to
enter ACC airspace from a LAU the following shall apply:
Derived from:
Source Paragraph: Intern ATM-ENRO/ATE 011/06
Reference: DN ATM AR010b v1 0041/05;
1) LAU shall forward a strip to the ACC sector working above its area of responsibility (AoR);
Derived from:
2) LAU shall coordinate the entry into this ACC sector;

Derived from:
3) ACC sector permitting entry into its sector shall revise the FL to the next LAU which is
holding the FPL-data;
Derived from:
4) This LAU shall forward a strip to the ACC sector working above its AoR and shall revise
then the FL according procedure;
Derived from:

Status: Approved
Page 34 of 56
5) This ACC sector shall revise the FL to the next LAU which is holding the FPL data;
Derived from:
6) This LAU shall forward a strip to the ACC sector working above its AoR and shall revise
then the FL according procedure;
Derived from:
7) The last ACC sector shall revise the FL to adjacent unit.

Derived from:
3.3.4.2 In no case phrases like "disregard", "overflying your sector" or "is above" shall be used in such
a string of coordination, as these phrases might lead to misunderstandings and therefore to an
unusual data flow.
Derived from:
3.3.4.3 This procedure assures that in any case the necessary flow of data is assured and every sector/
unit is involved in this dataflow as a "revision receiver" and a "revision delivery" position.
Derived from:
3.3.4.4 For flights following the other way round - from ACC to LAU - the procedure shall be executed
likewise.
Derived from:
3.3.5 Reduced Vertical Separation Minimum (RVSM)

-
3.3.5
3.3.5.1 The first ACC/UAC to become aware of a change in an aircraft's RVSM status shall coordinate
with adjacent ACCs/UACs, as appropriate.
Derived from:
Reference:
3.3.5.2 In cases where RVSM will be suspended, the ACC/UAC suspending RVSM shall coordinate
with adjacent ACCs/UACs with regard to the flight levels appropriate for the transfer of traffic,
unless a contingency flight level allocation scheme has been determined by letter of agreement.
The ACC/UAC suspending RVSM shall also coordinate applicable sector capacities with
adjacent ACCs/UACs as appropriate.

Status: Approved
Page 35 of 56
Derived from:
Reference:
3.3.5.3 The ACC/UAC suspending RVSM shall coordinate such suspension(s) and any required
adjustments to sector capacities with adjacent ACCs/UACs, as appropriate, to ensure an
orderly progression to the transfer of traffic.
Derived from:
Reference:
3.3.6 Area Navigation (RNAV) Operations

-
3.3.6
3.3.6.1 If as a result of a failure or degradation of the RNAV system, detected either before or after
departure, the aircraft cannot meet the requirements prescribed for operation under IFR, the
following coordination procedures shall apply:
Derived from:
Source Paragraph:
Reference: ICAO DOC 7030 EUR/RAC 18.6.6.1.3, 18.6.6.1, 18.1.2;
a) Computer-assisted coordination of estimate messages. In the case of automated

messages not containing the information provided in Item 18 of the flight plan, the sending
ATC unit shall inform the receiving ATC unit by supplementing the ACT message verbally
with the phrase "RNAV OUT OF SERVICE" after the call sign of the aircraft concerned.
Derived from:
Reference: PANS ATM 11.4.2.3;
b) Verbal coordination of estimate messages. When a verbal coordination process is being

used, the sending ATC unit shall include the phrase "RNAV OUT OF SERVICE" at the
end of the message.
Derived from:
3.3.6.2 For State aircraft not equipped with RNAV but having a navigation accuracy meeting RNP 5
the following shall apply:
Derived from:
Source Paragraph:
Reference: ICAO DOC 7030 18.9;
a) In the case of automated messages not containing the information provided in Item 18 of
the flight plan, the sending ATC unit shall inform the receiving ATC unit by supplementing
the ACT message verbally with the phrase "NEGATIVE-RNAV" after the call sign of the
aircraft concerned.
Derived from:
Reference:
b) When a verbal coordination process is being used, the sending ATC unit shall include the
phrase "NEGATIVE-RNAV" at the end of the message.

Status: Approved
Page 36 of 56
Derived from:
Reference:
3.3.7 Release
-
3.3.7
3.3.7.1 In cases where the issuance of specific clearances prior to transfer of control is essential for
the accepting unit this shall not happen unless a "release" has been stated by the transferring
unit. The request for such release shall contain the specification/scope of the requested release
as concisely as practicable (e.g. "release for climb to FL280", "release for left turn and speed
control").
Derived from:
Source Paragraph:
Reference: Intern ATM/SPRT-DOC 8/04 vom 20.2.2004;
3.3.7.2 If requested by the accepting unit and traffic permits a release shall be granted by the
transferring unit.
Derived from:
Source Paragraph:
3.3.7.3 The transferring unit shall specify the scope of the release (e.g. climb, turn, speed control, ...),
applicable restrictions if any and the release point. A release without specification of the scope
shall not be stated.
Derived from:
Source Paragraph:
Note(6): The release point may be determined by terms of time values, geographical
positions or levels as deemed appropriate by the transferring unit.
Derived from:
Source Paragraph:
3.3.7.4 The statement of a release does not constitute a transfer of control. The transferring unit
remains responsible to provide ATS to released aircraft, especially to ensure separation (if
required) to other traffic under it's control.
Derived from:
Source Paragraph:
3.3.7.5 Responsibility to provide separation between released aircraft and other specified traffic may
be delegated to the accepting unit; in such case the specification of the traffic shall be part of
the release statement and the transferring unit shall provide the accepting unit with all
necessary information (e.g. direction of flight, level, cleared level, ...) to assure adequate
provision of ATC.
Derived from:
Source Paragraph:

Status: Approved
Page 37 of 56
3.3.8 Verbal Coordination
-
3.3.8
3.3.8.1 As a rule all coordination dialogues shall be conducted in English and, where applicable, by
using prescribed standard phraseology. The German language may be used in circumstances
where the English language is not understood sufficiently by one or more of the coordination
partners.
Derived from:
Source Paragraph:
Reference: ICAO Annex 11, 2.27.1; ICAO Annex 11, 2.27.2;
3.3.8.2 All facilities for direct-speech or data link communications between air traffic services units and
between air traffic services units and other units shall be provided with automatic recording.
Derived from:
Reference:
3.3.8.3 Coordination shall be effected using exclusively facilities as prescribed in 3.3.8.2 .

Derived from:
Source Paragraph:
Reference: ICAO Annex 11, 6.2.2.3.7;
3.3.8.4 The transmission of a coordination message shall be commenced after invitation by the unit
receiving the call, normally by saying the geographical location and the name or designator of
the respective working position followed by the phrase "go ahead". The geographical
location may be omitted when intra-unit coordination is concerned.
Derived from:
Source Paragraph:
Reference:
3.3.8.5 If applicable, coordination messages shall be announced by using specific keywords (e.g.
release, estimate, revision) indicating the type of message to follow.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444, 12.3.5 (phraseology); ICAO DOC 4444, 11 (air traffic services messages);
3.3.8.6 Each coordination message shall be closed by appending one's initial (i.e. the two letter
abbreviation assigned to the respective person as prescribed in AR ATM Nr. 7). In turn the
receipt and acceptance of the coordination message shall also be indicated by the receiving
person by terminating the coordination dialogue with the assigned initial.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444, 11.2.2.2; AR ATM Nr. 7 - Liste der Namensabkürzungen;
3.3.8.7 Commitments for verbal coordination shall be prescribed in local instructions and shall be
based on letters of agreement.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 38 of 56
3.3.9 Phraseology
-
3.3.9
3.3.9.1 If not otherwise prescribed in this manual the procedures prescribed in the AIC "Radio
Communication Procedures for the Aeronautical Mobile Service" shall apply for verbal
coordination as applicable. Especially the procedures for
Derived from:
Source Paragraph:
a) the pronunciation and transmission of numbers,

Derived from:
Source Paragraph:
b) the pronunciation and transmission of letters and

Derived from:
Source Paragraph:
c) the transmitting technique

Derived from:
Source Paragraph:
shall apply.
Derived from:
Source Paragraph:
3.3.9.2 Neither the phraseologies prescribed in the AIC "Radio Communication Procedures for the
Aeronautical Mobile Service" nor the supplementary phraseologies provided in this manual are
intended to be exhaustive, and when circumstances differ, ATM personnel and other ground
personnel will be expected to use plain language which shall be as clear and concise as
possible.
Derived from:
Source Paragraph:
3.3.9.3 The following phraseologies are additional to those in the AIC "Radio Communication
Procedures for the Aeronautical Mobile Service" and shall be used in verbal coordination as
applicable.
Derived from:
Source Paragraph:
Reference:
3.3.9.4 Words in parentheses indicate that specific information, such as a level, a place or a time, etc.,
must be inserted to complete the phrase. Words in square parentheses indicate optional
additional words or information that may be necessary in specific instances.
Derived from:
Source Paragraph:

Status: Approved
Page 39 of 56
Reference:
Tab. 3-1 Coordination Phraseologies: Estimates
Remarks Phraseologies
full estimate ESTIMATE [dirction of flight] (aircraft call sign) [SQUAWKING (SSR
Code)] (type) ESTIMATED (significant point) (time) (level) [SPEED
(filed TAS)] (route) [REMARKS]
ESTIMATE [dirction of flight] (aircraft call sign) [SQUAWKING (SSR
Code)] (type) ESTIMATED (significant point) (time) DESCENDING
FROM (level) TO (level) [SPEED (filed TAS)] (route) [REMARKS]
announcement by sending unit ESTIMATE (significant point) ON (aircraft call sign)
receiving unit reply (if flight plan NO DETAILS

details are not available)
receiving unit reply (if flight plan (aircraft type) (destination)

details are available)
sending unit reply; in the event [SQUAWKING (SSR Code)] [ESTIMATED] (significant point) (time)
that flight plan details are not AT (level)
available the sending unit shall
pass full estimate
unmanned free balloon ESTIMATE UNMANNED FREE BALLOON(S) (identification and

classification) ESTIMATED OVER (place) AT (time) REPORTED
FLIGHT LEVEL(S) (figure or figures) MOVING (direction)
ESTIMATED GROUND SPEED (figure) (other pertinent information
if any)
ESTIMATE UNMANNED FREE BALLOON(S) (identification and
classification) ESTIMATED OVER (place) AT (time) FLIGHT LEVEL
UNKNOWN MOVING (direction) ESTIMATED GROUND SPEED
(figure) (other pertinent information if any)
Derived from:
Reference:
Tab. 3-2 Coordination Phraseologies: Revision
REVISION (aircraft call sign) (details as necessary)
Derived from:
Reference:
Tab. 3-3 Coordination Phraseologies: Release
release request REQUEST RELEASE OF (aircraft call sign) FOR (specification of
intended manoeuvres)
IS (aircraft call sign) RELEASED FOR (specification of intended
manoeuvres)
release statement (aircraft call sign) RELEASED FOR (specification of approved

manoeuvres) [AT (release point in terms of time, level, or significant
point)] [conditions/restrictions]
(aircraft call sign) NOT RELEASED [UNTIL (release point in terms of
time, level, or significant point)]
UNABLE (aircraft call sign)
Derived from:
Source Paragraph:

Status: Approved
Page 40 of 56
Reference: ICAO DOC 4444, 12.3.5.2; DN ATMM 28/04; Intern 8/04 von ATM/SPRT-DOC; ICAO DOC 4444, 12.3.5.3;
Tab. 3-4 Coordination Phraseologies: Approval Request
approval request APPROVAL REQUEST (aircraft call sign) ESTIMATED
DEPARTURE FROM (significant point) AT (time)
APPROVAL REQUEST (aircraft call sign) [ESTIMATED] OVER
(significant point) AT (time) REQUESTS (request)
approval/denial (aircraft call sign) REQUEST APPROVED [(restriction if any)]

(aircraft call sign) [REQUEST] NOT APPROVED
Derived from:
Reference: ICAO DOC 4444, 12.3.5.7; ICAO DOC 4444, 10.4.2.2.1 bis 10.4.2.2.5;
Tab. 3-5 Coordination Phraseologies: Radar Handover
RADAR HANDOVER (aircraft call sign) [SQUAWKING (SSR Code)]
POSITION (aircraft position) (level)
Derived from:
Reference:

Status: Approved
Page 41 of 56
.3.4 - ATC UNITS PROVIDING SERVICES WITHIN CONTIGUOUS AREAS
3.4 ATC Units Providing Services within Contiguous Areas
-
3.4
3.4.1 Approval Requests
-
3.4.1
3.4.1.1 If the flying time from the departure aerodrome of an aircraft to the boundary of an adjacent
control area is less than the specified minimum required to permit transmission of the necessary
flight plan and control information to the accepting ATC unit after take-off and allow adequate
time for reception, analysis and coordination, the transferring ATC unit shall, prior to clearing
the aircraft, forward that information to the accepting ATC unit together with a request for
approval.
Derived from:
Reference:
3.4.1.2 The required time period shall be specified in letters of agreement or local instructions, as
appropriate.
Derived from:
Source Paragraph: 10.4.2.2.1 2. Satz
Reference:
3.4.1.3 In the case of an aircraft in flight requiring an initial clearance when the flying time to the
boundary of an adjacent control area is less than a specified minimum, the aircraft shall be held
within the transferring ATC unit's control area until the flight plan and control information has
been forwarded together with a request for approval, and coordination effected, with the
adjacent ATC unit.
Derived from:
Reference:
3.4.1.4 In the case of an aircraft requesting a change in its current flight plan, or of a transferring ATC
unit proposing to change the current flight plan of an aircraft, and the flying time of the aircraft
to the control area boundary is less than a specified minimum, the revised clearance shall be
withheld pending approval of the proposal by the adjacent ATC unit. In other circumstances,
revision to previously transmitted current flight plan and control data shall be transmitted as
early as possible, and no approval from the accepting ATC unit shall be required.
Derived from:
Reference:
3.4.1.5 When boundary estimate data are to be transmitted for approval by the accepting unit, the time
in respect of an aircraft not yet departed shall be based upon the estimated time of departure
as determined by the ATC unit in whose area of responsibility the departure aerodrome is
located. In respect of an aircraft in flight requiring an initial clearance, the time shall be based
on the estimated elapsed time from the holding fix to the boundary plus the time expected to
be needed for coordination.
Derived from:
Reference:
3.4.1.6 The conditions, including specified flying times, under which approval requests shall be
forwarded, shall be specified in letters of agreement or ATS unit instructions as appropriate.

Status: Approved
Page 42 of 56
Derived from:
Reference:
3.4.2 Transfer of Control

-
3.4.2
3.4.2.1 When relevant, the accepting ATC unit shall notify the transferring ATC unit which changes to
the current flight plan are required so that the aircraft can be accepted. Where so specified in
letters of agreement between the ATC units concerned, the accepting ATC unit shall also be
required to notify the transferring unit when it is able to accept the aircraft concerned under the
conditions specified.
Derived from:
Reference:
3.4.2.2 The responsibility for the control of air traffic remains with the ATC unit in whose control area
the aircraft is operating until the time the aircraft is crossing the boundary of that control area,
even when control of one or more aircraft is exercised under delegation by other air traffic
control units. The accepting unit which is in communication with an aircraft not yet having
reached the incoming transfer of control point shall not alter the clearance of such aircraft
without the prior approval of the transferring unit.
Derived from:
Reference:
Note(7): When so agreed between the ATC units concerned, the transfer of control point
may be a point other than the control area boundary.
Derived from:
Reference:
3.4.2.3 Where specified in letters of agreement between the ATC units concerned, the transferring unit
shall notify the accepting unit that the aircraft is in position to be transferred, and that the
responsibility for control should be assumed by the accepting unit, either forthwith or, if a
specified transfer of control point has been established, at the time when the aircraft passes
that point. When an SSR Mode and Code is assigned to the aircraft or is otherwise known, and
the accepting unit is able to make use of these data, they shall be included in such notification.
Derived from:
Reference:
3.4.2.4 In the event that a "release" will be effected prior to the aircraft passing a designated transfer
of control point, the transferring ATC unit shall notify the accepting unit accordingly. Any release
restrictions that apply shall be specified by the transferring ATC unit.
Derived from:
Reference:
3.4.2.5 When transfer of radar control is to be effected, the appropriate procedures specified in
3.4.3 , shall be applied.
Derived from:

Status: Approved
Page 43 of 56
Reference:
3.4.2.6 Responsibility for control of an aircraft shall not be transferred from one air traffic control unit
to another without the consent of the accepting control unit.
Derived from:
Reference:
3.4.2.7 Where transfer of control is to be effected using radar data, the control information pertinent to
the transfer shall include information regarding the position and, if required, the track and speed
of the aircraft, as observed by radar immediately prior to the transfer.
Derived from:
Reference:
3.4.2.8 Where transfer of control is to be effected using ADS data, the control information pertinent to
the transfer shall include the four-dimensional position and other information as necessary.
Derived from:
Reference:
3.4.2.9 The transferring control unit shall communicate to the accepting control unit the appropriate
parts of the current flight plan and any control information pertinent to the transfer requested.
Derived from:
Reference:
3.4.2.10 The accepting control unit shall:

Derived from:
Reference:
a) indicate its ability to accept control of the aircraft on the terms specified by the transferring
control unit, unless by prior agreement between the two units concerned, the absence of
any such indication is understood to signify acceptance of the terms specified, or indicate
any necessary changes thereto; and
Derived from:
Reference:
b) specify any other information or clearance for a subsequent portion of the flight, which it
requires the aircraft to have at the time of transfer.
Derived from:
Reference:
3.4.2.11 The accepting control unit shall notify the transferring control unit when it has established two-
way voice and/or data link communications with and assumed control of the aircraft concerned,
unless otherwise specified by agreement between the two control units concerned.

Status: Approved
Page 44 of 56
Derived from:
Reference:
3.4.2.12 Applicable coordination procedures, including transfer of control points, shall be specified in
letters of agreement and ATS unit instructions as appropriate.
Derived from:
Reference:
3.4.3 Transfer of Radar Control

-
3.4.3
3.4.3.1 Transfer of radar control should be effected whenever practicable so as to enable the
uninterrupted provision of radar service.
Derived from:
Reference:
3.4.3.2 Where SSR is used and the radar system provides for the display of radar position indications
with associated radar labels, transfer of radar control of aircraft between adjacent control
positions or between adjacent ATC units may be effected without prior coordination, provided
that:
Derived from:
Reference:
a) updated flight plan information on the aircraft about to be transferred, including the
discrete assigned SSR Code, is provided to the accepting controller prior to transfer;
Derived from:
Reference:
b) radar coverage provided to the accepting controller is such that the aircraft concerned is
presented on the radar display before the transfer is effected and is identified on, but
preferably before, receipt of the initial call;
Derived from:
Reference:
c) when the controllers are not physically adjacent, two-way direct speech facilities, which
permit communications to be established instantaneously, are available between them at
all times;
Derived from:
Reference:
d) the transfer point or points and all other conditions of application, such as direction of
flight, specified levels, transfer of communication points, and especially an agreed
minimum separation between aircraft, including that applicable to succeeding aircraft on
the same route, about to be transferred as observed on the display, have been made the
subject of specific instructions (for intra-unit transfer) or of a specific letter of agreement
between two adjacent ATC units;

Status: Approved
Page 45 of 56
Derived from:
Reference:
e) the instructions or letter of agreement specify explicitly that the application of this type of
transfer of radar control may be terminated at any time by the accepting controller,
normally with an agreed advance notice;
Derived from:
Reference:
f) the accepting controller is kept currently informed of any level, speed or vectoring
instructions given to the aircraft prior to its transfer and which modify its anticipated flight
progress at the point of transfer.
Derived from:
Reference:
3.4.3.3 The minimum agreed separation between aircraft about to be transferred ( 3.4.3.2 d) refers)
and the advance notice ( 3.4.3.2 e) refers) shall be determined taking into account all relevant
technical, operational and other circumstances. If circumstances arise in which these agreed
conditions can no longer be satisfied, controllers shall revert to the procedure in 3.4.3.4 until
the situation is resolved.
Derived from:
Reference:
3.4.3.4 Where primary radar is being used, and where SSR is employed but the provisions
of 3.4.3.2 are not applied, the transfer of radar control of aircraft between adjacent control
positions or between two adjacent ATS units may be effected, provided that:
Derived from:
Reference:
a) radar identification has been transferred to or has been established directly by the
accepting radar controller;
Derived from:
Source Paragraph: 8.7.5.4.a)
Reference:
b) when the radar controllers are not physically adjacent, two-way direct-speech facilities
between them are at all times available which permit communications to be established
instantaneously;
Derived from:
Source Paragraph: 8.7.5.4.b)
Reference:
c) radar separation from other radar-controlled flights conforms to the minima authorized for
use during transfer of radar control between the radar sectors or units concerned;
Derived from:
Source Paragraph: 8.7.5.4.c)
Reference:

Status: Approved
Page 46 of 56
d) the accepting radar controller is informed of any level, speed or vectoring instructions
applicable to the aircraft at the point of transfer;
Derived from:
Source Paragraph: 8.7.5.4.d)
Reference:
e) radiocommunication with the aircraft is retained by the transferring radar controller until
the accepting radar controller has agreed to assume responsibility for providing radar
service to the aircraft. Thereafter, the aircraft should be instructed to change over to the
appropriate frequency and from that point is the responsibility of the accepting radar
controller.
Derived from:
Source Paragraph: 8.7.5.4.e)
Reference:
3.4.3.5 Transfer of radar control may be carried out without systematic use of the bidirectional speech
facilities available between the adjacent units concerned, provided that:
Derived from:
Source Paragraph: Part 1, 8.2.1
Reference: PANS-ATM 8.6.2; PANS-ATM 8.6.3;
a) the detailed conditions applicable for the transfer are the subject of a bilateral agreement;
and
Derived from:
Source Paragraph: Part 1, 8.2.1 a)
Reference:
b) the minimum distance between successive aircraft during the period of transfer is agreed
as one of the following values:
Derived from:
Source Paragraph: Part1, 8.2.1 b)
Reference:
1) 19 km (10 NM) when SSR information is used, provided that an overlapping radar
coverage of at least 56 km (30 NM) between units involved exists; or
Derived from:
Source Paragraph: Part 1, 8.2.1 b) 1)
Reference:
2) 9.3 km (5 NM) when the conditions of 1) above apply and both units involved possess
electronic aids for immediate recognition of release and acceptance of aircraft under
radar transfer.
Derived from:
Reference:
3.4.4 Transfer of Communication

-
3.4.4
3.4.4.1 Where non-radar separation minima are being applied, the transfer of air-ground
communications of an aircraft from the transferring to the accepting ATC unit shall be made
five minutes before the time at which the aircraft is estimated to reach the common control area
boundary, unless otherwise agreed between the two ATC units concerned.

Status: Approved
Page 47 of 56
Derived from:
Reference:
3.4.4.2 When radar or ADS separation minima are being applied at the time of transfer of control, the
transfer of air-ground voice and/or data communications of an aircraft from the transferring to
the accepting ATC unit shall be made immediately after the accepting ATC unit has agreed to
assume control.
Derived from:
Reference:
3.4.4.3 A notification from the transferring ATC unit that the aircraft will be instructed or has already
been instructed to establish radio and/or data communications with the accepting unit is
required in those cases where this has been agreed between the two ATC units concerned.
Derived from:
Reference:
3.4.4.4 The accepting ATC unit shall normally not be required to notify the transferring unit that radio
and/or data communication has been established with the aircraft being transferred and that
control of the aircraft has been assumed, unless otherwise specified by agreement between
the ATC units concerned. The accepting ATC unit shall notify the transferring unit in the event
that communication with the aircraft is not established as expected.
Derived from:
Reference:
3.4.4.5 In cases where a portion of a control area is so situated that the time taken by aircraft to traverse
it is of a limited duration, agreement should be reached to provide for direct transfer of
communication between the units responsible for the adjacent control areas, provided that the
intermediate unit is fully informed of such traffic. The intermediate unit shall retain responsibility
for coordination and for ensuring that separation is maintained between all traffic within its area
of responsibility.
Derived from:
Reference:
3.4.5 Termination of Controlled Flight

-
3.4.5
3.4.5.1 In the case where a flight ceases to be operated as a controlled flight, i.e. by being no longer
subject to ATC, the ATC unit concerned shall ensure that appropriate information on the flight
is forwarded to ATS unit(s) responsible for the provision of flight information and alerting
services for the remaining portion of the flight, in order to ensure that such services will be
provided to the aircraft.
Derived from:
Reference:

Status: Approved
Page 48 of 56
.3.5 - AREA CONTROL SERVICE AND APPROACH CONTROL SERVICE
3.5 Area Control Service and Approach Control Service
-
3.5
3.5.1 Division of Control
-
3.5.1
3.5.1.1 Except when otherwise specified in letters of agreement or local instructions, or by the ACC
concerned in individual cases, a unit providing approach control service may issue clearances
to any aircraft transferred to it by an ACC without reference to the ACC. However, when an
approach has been missed the ACC shall, if affected by the missed approach, be advised
immediately and subsequent action coordinated between the ACC and the unit providing
approach control service as necessary.
Derived from:
Reference:
3.5.1.2 An ACC may, after coordination with the unit providing approach control service, release aircraft
directly to aerodrome control towers if the entire approach will be made under visual
meteorological conditions.
Derived from:
Reference:
3.5.2 Clearances and Clearance Expiry Times

-
3.5.2
3.5.2.1 Time of take-off shall be specified by the unit providing area control service when it is necessary
to:
Derived from:
Reference:
a) coordinate the departure with traffic not transferred to the unit providing approach control
service; and
Derived from:
Source Paragraph: 10.4.3.2.1 a)
Reference:
b) provide en-route separation between departing aircraft following the same route.
Derived from:
Source Paragraph: 10.4.3.2.1 b)
Reference:
3.5.2.2 If time of take-off is not specified, the unit providing approach control service shall determine
the take-off time when necessary to coordinate the departure with traffic transferred to it.
Derived from:
Reference:
3.5.2.3 A clearance expiry time shall be specified by the unit providing area control service if a delayed
departure would conflict with traffic not transferred to the unit providing approach control
service. If, for traffic reasons of its own, a unit providing approach control service has to specify
in addition its own clearance expiry time, this shall not be later than that specified.

Status: Approved
Page 49 of 56
Derived from:
Reference:
3.5.3 Exchange of Movement and Control Data

-
3.5.3
3.5.3.1 The unit providing approach control service shall keep the ACC promptly advised of pertinent
data on controlled traffic such as:
Derived from:
Reference:
a) runway(s)-in-use and expected type of instrument approach procedure;

Derived from:
Reference:
b) lowest vacant level at the holding fix available for use by the ACC;
Derived from:
Reference:
c) average time interval or distance between successive arrivals as determined by the unit
providing approach control service;
Derived from:
Source Paragraph: 10.4.3.3.1 c)
Reference:
d) revision of the expected approach time issued by the ACC when the calculation of the
expected approach time by the unit providing approach control service indicates a
variation of five minutes or such other time as has been agreed between the two ATC
units concerned;
Derived from:
Source Paragraph: 10.4.3.3.1 d)
Reference:
e) arrival times over the holding fix when these vary by three minutes, or such other time as
has been agreed between the two ATC units concerned, from those previously estimated;
Derived from:
Source Paragraph: 10.4.3.3.1 e)
Reference:
f) cancellations by aircraft of IFR flight, if these will affect levels at the holding fix or expected
approach times of other aircraft;
Derived from:
Source Paragraph: 10.4.3.3.1 f)
Reference:
g) aircraft departure times;

Derived from:
Source Paragraph: 10.4.3.3.1 g)
Reference:

Status: Approved
Page 50 of 56
h) all available information relating to overdue or unreported aircraft;

Derived from:
Source Paragraph: 10.4.3.3.1 h)
Reference:
i) missed approaches which may affect the ACC.

Derived from:
Source Paragraph: 10.4.3.3.1 i)
Reference:
3.5.3.2 The ACC shall keep the unit providing approach control service promptly advised of pertinent
Derived from:
Reference:
a) identification, type and point of departure of arriving aircraft;

Derived from:
Reference:
b) estimated time and proposed level of arriving aircraft over holding point or actual time if
aircraft is transferred to the unit providing approach control service after arrival over the
holding point;
Derived from:
Reference:
c) requested type of IFR approach procedure if different to that specified by the approach
control unit;
Derived from:
Reference:
d) expected approach time issued;

Derived from:
Reference:
e) when required, statement that aircraft has been instructed to contact the unit providing
approach control service;
Derived from:
Reference:
f) when required, statement that an aircraft has been released to the unit providing approach
control service including, if necessary, the time and conditions of release;
Derived from:
Reference:

Status: Approved
Page 51 of 56
g) anticipated delay to departing traffic due to congestion.

Derived from:
Reference:
3.5.3.3 Information on arriving aircraft shall be forwarded not less than fifteen minutes before estimated
time of arrival and such information shall be revised as necessary.
Derived from:
Reference:
3.5.3.4 Detailed procedures for data exchange shall be specified in LoAs and prescribed in local
instructions.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 52 of 56
.3.6 - APPROACH CONTROL SERVICE AND AERODROME CONTROL SERVICE
3.6 Approach Control Service and Aerodrome Control Service
-
3.6
3.6.1 Division of Control
-
3.6.1
3.6.1.1 A unit providing approach control service shall retain control of arriving aircraft until such aircraft
have been transferred to the aerodrome control tower and are in communication with the
aerodrome control tower. Except when otherwise prescribed in letters of agreement or local
instructions, not more than one arrival shall be transferred to a unit providing aerodrome control
service during IMC.
Derived from:
Reference:
3.6.1.2 A unit providing approach control service may authorize an aerodrome control tower to release
an aircraft for take-off subject to the discretion of the aerodrome control tower with respect to
arriving aircraft.
Derived from:
Reference:
3.6.1.3 Aerodrome control towers shall, when so prescribed in letters of agreement or local instructions,
obtain approval from the unit providing approach control service prior to authorizing operation
of special VFR flights.
Derived from:
Reference:
3.6.2 Exchange of Movement and Control Data

-
3.6.2
3.6.2.1 An aerodrome control tower shall keep the unit providing approach control service promptly
advised of pertinent data on relevant controlled traffic such as:
Derived from:
Reference:
a) arrival and departure times;

Derived from:
Reference:
b) when required, statement that the first aircraft in an approach sequence is in

communication with and is sighted by the aerodrome control tower, and that reasonable
assurance exists that a landing can be accomplished;
Derived from:
Reference:
c) all available information relating to overdue or unreported aircraft;

Derived from:

Status: Approved
Page 53 of 56
Reference:
d) information concerning missed approaches;

Derived from:
Reference:
e) information concerning aircraft that constitute essential local traffic to aircraft under the
control of the unit providing approach control service.
Derived from:
Reference:
3.6.2.2 The unit providing approach control service shall keep the aerodrome control tower promptly
advised of pertinent data on controlled traffic such as:
Derived from:
Reference:
a) estimated time and proposed level of arriving aircraft over the aerodrome, at least fifteen
minutes prior to estimated arrival;
Derived from:
Reference:
b) when required, a statement that an aircraft has been instructed to contact the aerodrome
control tower and that control shall be assumed by that unit;
Derived from:
Reference:
c) anticipated delay to departing traffic due to congestion.

Derived from:
Reference:
3.6.2.3 Detailed procedures for data exchange shall be specified in LoAs and prescribed in local
instructions.
Derived from:
Source Paragraph:
Reference:
3.6.3 Low Visibility Operations

-
3.6.3
3.6.3.1 Low visibility operations shall be initiated by or through the aerodrome control tower.
Derived from:
Reference:

Status: Approved
Page 54 of 56
3.6.3.2 The aerodrome control tower shall inform the approach control unit concerned when
procedures for precision approach category II/III and low visibility operations will be applied
and also when such procedures are no longer in force.
Derived from:
Reference:
3.6.3.3 Detailed procedures for the start and continuation of precision approach category II/III as well
as departure operations in RVR conditions less than a value of 550 m shall be prepared by
ATM/TERM and prescribed in local instructions.
Derived from:
Source Paragraph:
Reference:
3.6.4 Radar Approaches

-
3.6.4
3.6.4.1 Unless otherwise prescribed, the radar controller should notify the aerodrome controller or,
when applicable, the non-radar controller when an aircraft making a radar approach is
approximately 15 km (8 NM) from touchdown. If landing clearance is not received at this time,
a subsequent notification should be made at approximately 8 km (4 NM) from touchdown and
landing clearance requested.
Derived from:
Reference:
3.6.4.2 Clearance to land or any alternative clearance received from the aerodrome controller or, when
applicable, the non-radar controller should normally be passed to the aircraft before it reaches
a distance of 4 km (2 NM) from touchdown.
Derived from:
Reference:

Status: Approved
Page 55 of 56
.3.7 - CONTROL POSITIONS WITHIN THE SAME UNIT
3.7 Control Positions within the Same Unit
-
3.7
3.7.1 Flight Plan and Control Information
-
3.7.1
3.7.1.1 Appropriate flight plan and control information shall be exchanged between control positions
within the same air traffic control unit, in respect of:
Derived from:
Reference:
a) all aircraft for which responsibility for control will be transferred from one control position
to another;
Derived from:
Reference:
b) aircraft operating in such close proximity to the boundary between control sectors that
control of traffic within an adjacent sector may be affected;
Derived from:
Reference:
c) all aircraft for which responsibility for control has been delegated by a procedural controller
to a radar controller, as well as other aircraft affected.
Derived from:
Reference:
3.7.1.2 Procedures for coordination and transfer of control between control sectors within the same
ATC unit shall conform to the procedures applicable to ATC units.
Derived from:
Reference:
3.7.1.3 Such procedures shall be specified in the local instructions of the respective unit.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 56 of 56
.-
4 - Separation

Status: Approved
Valid: 2006-11-23 - ufn Chapter4 - Separation
Page 1 of 58
.4.1 - GENERAL
4.1 General
-
4.1
4.1.1 Abbreviations
-
4.1.1
4.1.1.1 ACAS
airborne collision avoidance system (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Annex 10 Volume 4; ICAO Annex 11; ICAO DOC 8400; ICAO DOC 8168 Volume 1; ICAO
DOC 4444;
4.1.1.2 ADS
Derived from:
4.1.1.3 ATC
Derived from:
4.1.1.4 ATS
Derived from:
4.1.1.5 DME
distance measuring equipment (ICAO)
Derived from:
Reference:
4.1.1.6 EUR
European (ICAO: European Region) (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
4.1.1.7 IFR
Derived from:
4.1.1.8 PSR
primary surveillance radar (ICAO)

Status: Approved
Page 2 of 58
.4.1 - GENERAL
Derived from:
4.1.1.9 RA
resolution advisory (ICAO)
Derived from:
Reference: ICAO Annex 10/IV;
4.1.1.10 RNAV
Derived from:
4.1.1.11 RPS
radar position symbol (ICAO)
Derived from:
4.1.1.12 RVSM
Derived from:
4.1.1.13 SMGCS
surface movement guidance and control system (ICAO)
Derived from:
Reference:
4.1.1.14 SMR
surface movement radar (ICAO)
Derived from:
Reference:
4.1.1.15 SSR
Derived from:
4.1.1.16 SVFR
special VFR flight (ACG)

Status: Approved
Page 3 of 58
.4.1 - GENERAL
Derived from:
Source Paragraph:
4.1.1.17 VFR
Derived from:
4.1.1.18 VMC
visual meteorological conditions (ICAO)
Derived from:
Reference:
4.1.1.19 VSM
vertical separation minimum (ICAO)
Derived from:
Reference:
4.1.2 Definitions
-
4.1.2
4.1.2.1 airborne collision avoidance system (ACAS)
An aircraft system based on secondary surveillance radar (SSR) transponder signals which
operates independently of ground-based equipment to provide advice to the pilot on potential
conflicting aircraft that are equipped with SSR transponders (ICAO).
Note 1.- In this context the term "independently" means that ACAS operates independently of
other systems used by air traffic services except for communications with Mode S ground
stations as defined in ICAO Annex 10/IV.
Note 2.- SSR transponders referred to above are those operating in Mode C or Mode S.
Derived from:
DOC 4444;

(ICAO).
Derived from:
4.1.2.3 air traffic controller; controller; air traffic control officer (ATCO)
A person authorized to provide air traffic control services (ICAO).
Derived from:

Status: Approved
Page 4 of 58
.4.1 - GENERAL
4.1.2.4 air traffic services airspaces

Airspaces of defined dimensions, alphabetically designated, within which specific types of
flights may operate and for which air traffic services and rules of operation are specified (ICAO).
Note.- ATS airspaces are classified as Class A to G.
Derived from:
4.1.2.5 air traffic services route (ATS route)

A specified route designated for channelling the flow of traffic as necessary for the provision of
air traffic services (ICAO).
Note 1.- The term "ATS route" is used to mean variously, airway, advisory route, controlled or
uncontrolled route, arrival or departure route, etc.
Note 2.- An ATS route is defined by route specifications which include an ATS route designator,
the track to or from significant points (way-points), distance between significant points, reporting
requirements and, as determined by the appropriate ATS authority, the lowest safe altitude.
Derived from:
4.1.2.6 altitude
The vertical distance of a level, a point or an object considered as a point, measured from mean
sea level (MSL) (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 4; ICAO Annex 10 Volume 1; ICAO Annex 10 Volume 2; ICAO Annex
11; ICAO DOC 8168; ICAO DOC 4444;

Derived from:
4.1.2.8 base turn

A turn executed by the aircraft during the initial approach between the end of the outbound
track and the beginning of the intermediate or final approach track. The tracks are not reciprocal
(ICAO).
Note.- Base turns may be designated as being made either in level flight or while descending,
according to the circumstances of each individual procedure.
Derived from:
Source Paragraph: B40
4.1.2.9 civil aircraft

civil aircraft are all aircraft that are not military aircraft. Military aircraft are aircraft registered as
military aircraft (LFG).
Source: Luftfahrtgesetz

Status: Approved
Page 5 of 58
.4.1 - GENERAL
Derived from:
Reference:

Derived from:
Reference:
4.1.2.11 crossing tracks

intersecting tracks or portions thereof other than those specified for same or reciprocal
tracks (ACG, ICAO).
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.4.2.1.5 c;

decreases. (ICAO)
Derived from:

Derived from:
4.1.2.14 data link communications

a form of communication intended for the exchange of messages via a data link (ICAO).
Derived from:
4.1.2.15 final approach (FNA)

That part of an instrument approach procedure which commences at the specified final
approach fix or point, or where such a fix or point is not specified,
a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if
specified; or
b) at the point of interception of the last track specified in the approach procedure; and ends
at a point in the vicinity of an aerodrome from which:
1) a landing can be made; or
2) a missed approach procedure is initiated (ICAO).
Derived from:
4.1.2.16 flight level (FL)

Status: Approved
Page 6 of 58
.4.1 - GENERAL
A surface of constant atmospheric pressure which is related to a specific pressure datum,

1013,2 hectopascals (hPa), and is separated from other such surfaces by specific pressure
intervals (ICAO).
Note 1.- A pressure type altimeter calibrated in accordance with the standard atmosphere:
a) when set to a QNH altimeter setting, will indicate altitude;
b) when set to a QFE altimeter setting, will indicate height above the QFE reference
datum;
c) when set to a pressure 1013,2 hPa, may be used to indicate flight levels.
Note 2.- The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than
geometric heights and altitudes.
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 4; ICAO Annex 10 Volume 2; ICAO Annex 11; ICAO DOC 8168; ICO
DOC 4444;

Derived from:
Reference:

Derived from:
4.1.2.19 horizontal separation

Separation between aircraft expressed in terms of time, distance or angular displacement
between tracks (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
4.1.2.20 IFR flight

Derived from:


Status: Approved
Page 7 of 58
.4.1 - GENERAL
Derived from:
Reference:
4.1.2.22 lateral separation

Separation between aircraft expressed in terms of distance or angular displacement between
tracks (ICAO).
Derived from:

Derived from:
4.1.2.24 longitudinal separation

Separation between aircraft expressed in units of time or distance along track (ICAO).
Derived from:
4.1.2.25 military aircraft

military aircraft are aircraft registered as military aircraft (LFG).
Derived from:
Reference:

Derived from:

Derived from:
4.1.2.28 procedural control

(...) The application of separation based solely on position information received from the aircraft
via air-ground communications (ICAO).

Status: Approved
Page 8 of 58
.4.1 - GENERAL
Derived from:
Reference: ICAO Doc 9689;
4.1.2.29 procedure turn (PTN)

A manoeuvre in which a turn is made away from a designated track followed by a turn in the
opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the
designated track.
Note 1.- Procedure turns are designated "left" or "right" according to the direction of the initial
turn.
Note 2.- Procedure turns may be designated as being made either in level flight or while
descending, according to the circumstances of each inidividual procedure. (ICAO)
Derived from:
4.1.2.30 PSR blip

The visual indication, in non-symbolic form, on a radar display of the position of an aircraft
obtained by primary radar (ICAO).
Derived from:
4.1.2.31 radar blip

A generic term for the visual indication, in non-symbolic form, on a radar display of the position
of an aircraft obtained by primary or secondary radar (ICAO).
Derived from:

Derived from:

Derived from:
4.1.2.34 radar position indication (indicator) (RPI)

The visual indication, in non-symbolic and/or symbolic form, on a radar display of the position
of an aircraft obtained by primary and/or secondary surveillance radar (ICAO).
Derived from:

Status: Approved
Page 9 of 58
.4.1 - GENERAL
4.1.2.35 radar position symbol (RPS)

The visual indication, in symbolic form, on a radar display, of the position of an aircraft obtained
after automatic processing of positional data derived from primary and/or secondary
surveillance radar (ICAO).
Derived from:

Derived from:
4.1.2.37 reciprocal tracks

opposite tracks and intersecting tracks or portions thereof, the angular difference of which is
more than 135 degrees but less than 225 degrees, and whose protected airspaces
overlap (ACG, ICAO).
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.4.2.1.5 b;
4.1.2.38 resolution advisory (RA)

An indication given to the flight crew recommending:
a) a manoeuvre to provide separation from all threats; or

b) a manoeuvre restriction intended to maintain existing separation (ICAO).
Derived from:
4.1.2.39 same track

Same direction tracks and intersecting tracks or portions thereof, the angular difference of
which is less than 45 degrees or more than 315 degrees, and whose protected airspaces
overlap. (ICAO)
Derived from:
4.1.2.40 same tracks

same direction tracks and intersecting tracks or portions thereof, the angular difference of which
is less than 45 degrees or more than 315 degrees and whose protected airspaces
overlap (ACG, ICAO).
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.4.2.1.5 a;


Status: Approved
Page 10 of 58
.4.1 - GENERAL
Derived from:

A surveillance radar system which uses transmitters/receivers (interrogators) and transponders
(ICAO).
Note.- The requirements for interrogators and transponders are specified in ICAO Annex 10/
IV Chapter 3.
Derived from:
Reference: ICAO Annex 10/IV; IVAO DOC 4444;

Derived from:
4.1.2.44 SSR response

The visual indication, in non-symbolic form, on a radar display, of a response from an SSR
transponder in reply to an interrogation (ICAO).
Derived from:

Derived from:
4.1.2.46 traffic information

Information issued by an air traffic services unit to alert a pilot to other known or observed air
traffic which may be in proximity to the position or intended route of flight and to help the pilot
avoid a collision. (ICAO)
Derived from:
4.1.2.47 transponder
A receiver/transmitter which will generate a reply signal upon proper interrogation; the
interrogation and reply being on different frequencies (ICAO).
Derived from:
4.1.2.48 vertical separation

Vertical separation is the spacing provided between aircraft in the vertical plane to avoid
collision. (ICAO Doc 9574)

Status: Approved
Page 11 of 58
.4.1 - GENERAL
Separation between aircraft expressed in units of vertical distance. (ICAO Doc 9426)
Derived from:
Reference: ICAO Doc 9574; ICAO Doc 9426;
4.1.2.49 VFR flight

Derived from:
4.1.2.50 visual approach

An approach by an IFR flight when either part or all of an instrument approach procedure is not
completed and the approach is executed in visual reference to terrain (ICAO).
Derived from:
4.1.2.51 visual meteorological conditions (VMC)

Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling,
equal to or better than specified minima (ICAO).
Derived from:

-
4.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
l ICAO Manual on Airspace Planning Methodology for the Determination of Separation

Minima (ICAO DOC 9689)
Derived from:
Source Paragraph:
Reference:
l ICAO International Civil Aviation Vocabulary (ICAO DOC 9713)


Status: Approved
Page 12 of 58
.4.1 - GENERAL
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
4.1.4 References
-
4.1.4
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 2 to the Convention on International Civil Aviation - Rules of the Air
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
l ICAO Procedures for Air Navigation Services - Aircraft Operations, Volume 1 - Flight
Procedures (ICAO DOC 8168 Vol. 1)
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
l ICAO Manual on Implementation of a 300 m (1000 ft) vertical separation minimum

between FL 290 and FL 410 inclusive (ICAO DOC 9574)
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 13 of 58
.4.2 - GENERAL PROVISIONS
4.2 General Provisions
-
4.2
4.2.1 Basics
-
4.2.1
4.2.1.1 Separation is the generic term used to describe action on the part of air traffic services (ATS)
to keep aircraft operating in the same general area at such distances from each other that the
risk of collision is maintained below an acceptable safe level. Such separation can be applied
horizontally and vertically. Separation in the horizontal plane can be achieved either
longitudinally (by spacing aircraft behind each other at a specified distance, which may be
expressed in flying time) or laterally (by spacing aircraft side by side at a specified distance
from each other, or by specifying the width of the protected airspace on either side of an air
route centre line). Vertical separation is achieved by requiring aircraft using prescribed altimeter
setting procedures to operate at different levels expressed in terms of flight levels or altitudes.
Derived from:
Reference:
4.2.1.2 The required separation between aircraft is generally expressed in terms of minimum distances
in each dimension which shall not be simultaneously infringed. In the case of horizontal
separation, the minimum distance can be expressed in either nautical miles (NM), degrees of
angular displacement or, in the longitudinal dimension, as values of either time-based or
distance-based minima, by use of distance measuring equipment (DME), area navigation
(RNAV), radar or automatic dependent surveillance (ADS) respectively (Doc 4444, Procedures
for Air Navigation Services - Air Traffic Management, PANS-ATM). Vertically, the minimum is
expressed in either metres, feet or flight levels.
Derived from:
Reference:
4.2.1.3 To provide separation, ATC uses two forms of control: procedural and radar. Procedural control
is generally understood to be the application of separation based solely on position information
received from the aircraft via air-ground communications. It is envisaged that technologies
utilizing ADS, where airborne navigational data are made available to ATC by data link
techniques, will provide enhancements to procedural control. The introduction of ADS into the
procedural ATC environment offers the potential for more frequent position updates as well as
information on the future intent of the aircraft. In an environment where position reports are
communicated directly from the aircraft to ATC, and where ATC is automatically kept up to date
on the intentions of the aircraft, significant reductions in separation minima should be possible.
Derived from:
Reference:
4.2.1.4 Radar control is based on radar-displayed position information. Horizontal separation is

achieved by maintaining a specified horizontal distance between radar returns from different
aircraft. Vertical separation may also be applied between radar returns. This may be enhanced
in areas where secondary surveillance radar (SSR) is used (it should be noted that the
information on height provided in a radar environment using SSR and Mode C is a form of
dependent surveillance whereby the aircraft’s height is derived from the altimetry systems on
individual aircraft).
Derived from:
Reference:

Status: Approved
Page 14 of 58
4.2.1.5 The procedures to be applied for the provision of air traffic services to aircraft equipped with
ACAS shall be identical to those applicable to non-ACAS equipped aircraft. In particular, the
prevention of collisions, the establishment of appropriate separation and the information which
might be provided in relation to conflicting traffic and to possible avoiding action shall conform
with the normal ATS procedures and shall exclude consideration of aircraft capabilities
dependent on ACAS equipment.
Derived from:
Reference:
4.2.2 Separation Commitments

-
4.2.2
4.2.2.1 No separation method, criterium or minimum other than those explicitly approved in this manual
or by ACG/HQ shall be prescribed in any local instruction or shall be used by any ATC unit.
Derived from:
Source Paragraph:
Reference:
4.2.2.2 No clearance shall be given to execute any manoeuvre that would reduce the spacing between
two aircraft to less than the separation minimum applicable in the circumstances.
Derived from:
Reference:
4.2.2.3 Where the type of separation or minimum used to separate two aircraft cannot be maintained,
another type of separation or another minimum shall be established prior to the time when the
current separation minimum would be infringed.
Derived from:
Reference:
4.2.2.4 Vertical or horizontal separation shall be provided:

Derived from:
Reference:
a) between all flights in Class A and B airspaces;

Derived from:
Reference: ICAO Annex 11, 3.3.3 a); LVR Anhang B Abschnitt A; LVR Anhang B Abschnitt B;
b) between IFR flights;

Derived from:
Source Paragraph: 5.2.1. b)
Reference: ICAO Annex 11, 3.3.3 b); LVR §72 Abs.1 lit.1; LVR Anhang B alle Abschnitte;
c) between IFR flights and VFR flights in Class C airspace;

Derived from:
Source Paragraph: 5.2.1 c

Status: Approved
Page 15 of 58
Reference: ICAO Annex 11, 3.3.3 c); LVR §72 Abs.1 lit.4; LVR Anhang B Abschnitt C;
d) between IFR flights and special VFR flights; and

Derived from:
Reference: ICAO Annex 11 3.3.3 d); LVR §72 Abs.1 lit.2;
e) between special VFR flights.

Derived from:
Reference: ICAO Annex 11 3.3.3 e); LVR §72 Abs.1 lit.3;
except that during the hours of daylight an IFR flight conducted under VMC may be cleared a
specific portion of climb or descent without providing separation. In such case the pilot of the
aircraft concerned shall maintain an adequate distance to other aircraft himself.
Derived from:
Source Paragraph: 5.2.1 letzter Abs.
Reference: ICAO Annex 11 3.3.3; LVR §72 Abs.2; ICAO DOC 4444 5.9; ICAO DOC 4444 5.10.1.2; ATMM/G Vol. 2 Separation/
Separation Commitments;
To allow the issuance of such clearance the following must apply:

Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.2.1; ICAO DOC 4444 5.10.1.2; ICAO Annex 11 3.3.3; LVR §72 Abs.2; ICAO DOC 4444 5.9;
ATMM/G Vol. 2 Separation/Maintaining Own Separation in VMC; FB360-1/269-02; Notiz von FB/ATM - Hofmann
vom November 2002;
1) initiative is taken by the pilot of the aircraft concerned - not by ATC;

Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.2.1; ICAO DOC 4444 5.10.1.2; ICAO Annex 11 3.3.3; LVR §72 Abs.2; ICAO DOC
4444 5.9; ATMM/G Vol. 2 Separation/Maintaining Own Separation in VMC; FB360-1/269-02; Notiz von
FB/ATM - Hofmann vom November 2002;
2) the pilot of the other aircraft concerned has agreed;

Derived from:
Source Paragraph:
3) the aircraft concerned are operated in airspace class "D" or "E";

Derived from:
Source Paragraph:
4) the clearance is for a specific portion of the flight at or below 3050 m (10000 ft);
Derived from:
Source Paragraph:
5) the flight is provided with alternative instructions to be complied with in the event that flight
in visual meteorological conditions (VMC) cannot be maintained for the term of the

Status: Approved
Page 16 of 58
clearance, if there is a possibility that flight under visual meteorological conditions may
become impracticable.
Derived from:
Source Paragraph:
Note(1): Like other VFR flights night VFR flights shall be separated and/or provided with
traffic information in accordance with the commitments of the respective airspace
class they are operating within.
Derived from:
Source Paragraph:
Reference: LVR §72 Abs.1; LVR §45 Abs.8;
4.2.2.5 An approach control unit or aerodrome control unit may clear the pilot of an aircraft to proceed
without providing the required separation to the directly preceding aircraft, provided that:
Derived from: Luftverkehrsregeln 1967;
Source Paragraph:
Reference: LVR §72 Abs.3; ICAO DOC 4444 6.5.3.5; DN ATM AR010b V1 0032/05;
a) the clearance is issued in singular cases and when the safety of air traffic is not
compromised,
Source Paragraph:
b) the aircraft so cleared is on final approach,

Source Paragraph:
c) the pilot of the aircraft so cleared has reported to have the preceding aircraft in sight and
to be able to maintain an adequate spacing himself, and
Source Paragraph:
d) the pilot so cleared has agreed.

Source Paragraph:
4.2.2.6 The aircraft shall then be instructed to follow and maintain own separation from the preceding
aircraft.
Derived from:
Source Paragraph: 6.5.3.5 Satz 2
Reference:
4.2.2.7 In this case, the pilot so cleared is responsible for maintaining an adequate distance to the
preceding aircraft himself.

Status: Approved
Page 17 of 58
Source Paragraph:
4.2.2.8 When both aircraft are of a heavy wake turbulence category, or the preceding aircraft is of a
heavier wake turbulence category than the following, and the distance between the aircraft is
less than the appropriate wake turbulence minimum, the controller shall issue a caution of
possible wake turbulence.
Derived from:
Reference:
4.2.2.9 The pilot-in-command of the aircraft concerned shall be responsible for ensuring that the
spacing from a preceding aircraft of a heavier wake turbulence category is acceptable.
Derived from:
Reference:
4.2.2.10 Military aircraft in formation operated under IFR are exempted from the separation minima with
respect to separation from other aircraft of the same formation. Such exemption shall not apply
for civil aircraft operated as IFR or SVFR flights, or for military aircraft operated as SVFR flights.
Military aircraft in this context are all aircraft holding a military registration.
Derived from:
Source Paragraph:
Reference: LVR §11; LVR §61; LVR §2 Z49; LVR §72; ICAO DOC 7030 7.3.2; ICAO DOC 4444 7.6.1 a); ICAO Annex 2 3.1.8;
LFG §11;
4.2.2.11 A reduction of separation minima required by military necessity or other extraordinary

circumstances shall only be accepted by an air traffic control unit when a specific request in
some recorded form has been obtained from the authority having jurisdiction over the aircraft
concerned and the lower minima then to be observed shall apply only between those aircraft.
Some recorded form of instruction fully covering this reduction of separation minima must be
issued by the air traffic control unit concerned.
Derived from:
Reference:
4.2.2.12 Once an aircraft departs from its clearance in compliance with a resolution advisory, the
controller ceases to be responsible for providing separation between that aircraft and any other
aircraft affected as a direct consequence of the manoeuvre induced by the resolution advisory.
Derived from:
Reference:
4.2.2.13 The controller shall resume responsibility for providing separation for all the affected aircraft
when:
Derived from:
Reference:
a) the controller acknowledges a report from the flight crew that the aircraft has resumed the
current clearance; or

Status: Approved
Page 18 of 58
Derived from:
Source Paragraph: 15.7.3.3.a
Reference:
b) the controller acknowledges a report from the flight crew that the aircraft is resuming the
current clearance and issues an alternative clearance which is acknowledged by the flight
crew.
Derived from:
Source Paragraph: 15.7.3.3.b
Reference:
4.2.2.14 Whenever, as a result of failure or degradation of navigation, communications, altimetry, flight

control or other systems, aircraft performance is degraded below the level required for the
airspace in which it is operating, the flight crew shall advise the ATC unit concerned without
delay. Where the failure or degradation affects the separation minimum currently being
employed, the controller shall take action to establish another appropriate type of separation
or separation minimum.
Derived from:
Reference:
4.2.2.15 Air traffic controllers shall explicitly acknowledge receipt of messages from aircraft reporting
RVSM non-approved status.
Derived from:
Reference:

Status: Approved
Page 19 of 58
.4.3 - VERTICAL SEPARATION
4.3 Vertical Separation
-
4.3
4.3.1 Application
-
4.3.1
4.3.1.1 Vertical separation is obtained by requiring aircraft using prescribed altimeter setting
procedures to operate at different levels expressed in terms of flight levels or altitudes.
Derived from:
Reference: LVR §71 Abs.2; ICAO DOC 4444 4.10;
4.3.1.2 An aircraft may be cleared to a level previously occupied by another aircraft after the latter has
reported vacating it, except when:
Derived from:
Reference:
a) severe turbulence is known to exist;

Derived from:
Reference:
b) the higher aircraft is effecting a cruise climb; or

Derived from:
Reference:
c) the difference in aircraft performance is such that less than the applicable separation
minimum may result;
Derived from:
Reference:
in which case such clearance shall be withheld until the aircraft vacating the level has reported
at or passing another level separated by the required minimum.
Derived from:
Source Paragraph: 5.3.4.1 letzter Abs.
Reference:
4.3.1.3 When the aircraft concerned are entering or established in the same holding pattern,
consideration shall be given to aircraft descending at markedly different rates and, if necessary
additional measures such as specifying a maximum descent rate for the higher aircraft and a
minimum descent rate for the lower aircraft, should be applied to ensure that the required
separation is maintained.
Derived from:
Reference: ICAO DOC 4444 4.7.1.2;
4.3.2 Minima
-
4.3.2
4.3.2.1 Below FL 290 the vertical separation Minimum (VSM) shall be 300m (1000 ft).

Status: Approved
Page 20 of 58
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.3.2;
4.3.2.2 Between FL 290 and FL 410 inclusive, within the EUR RVSM airspace, the vertical separation
minimum shall be:
Derived from:
Reference: ICAO DOC 4444 5.3.2; ICAO Annex 11 33.4; ICAO DOC 9574;
a) 300 m (1000 ft) between RVSM approved aircraft;

Derived from:
b) 600 m (2000 ft) between non-RVSM approved State aircraft and any other aircraft
operating within the EUR RVSM airspace.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.3.2; ICAO DOC 7030 Part 1, 8.4.1; ICAO DOC 7030 Part 1, 7.3.2;
4.3.2.3 Above FL 410 the vertical separation Minimum (VSM) shall be 600m (2000 ft).
Derived from:
Source Paragraph:
4.3.2.4 Only RVSM approved aircraft and non-RVSM approved State aircraft may be issued an ATC
clearance into the EUR RVSM airspace.
Derived from:
Reference:
4.3.2.5 ATC clearance into the EUR RVSM airspace shall not be issued to formation flights of aircraft.
Derived from:
Reference: ICAO DOC 7030 Part 1, 8.4.1 b) 2);
4.3.2.6 Authorization for VFR flights to operate above FL 290 shall not be granted in areas where a
vertical separation minimum of 300 m (1 000 ft) is applied above FL 290.
Derived from:
Reference:
4.3.2.7 ATC shall provide a minimum vertical separation of 600 m (2000 ft) between an aircraft
experiencing a communications failure in flight and any other aircraft when both aircraft are
operating within the EUR RVSM airspace.
Derived from:

Status: Approved
Page 21 of 58
4.3.2.8 If, during an emergency situation, it is not possible to ensure that the applicable horizontal
separation can be maintained, emergency separation of half the applicable vertical separation
minimum may be used, i.e. 150 m (500 ft) between aircraft in airspace where a vertical
separation minimum of 300 m (1 000 ft) is applied, and 300 m (1 000 ft) between aircraft in
airspace where a 600 m (2 000 ft) vertical separation minimum is applied.
Derived from:
Reference:
4.3.2.9 When emergency separation is applied the flight crews concerned shall be advised that
emergency separation is being applied and informed of the actual minimum used. Additionally,
all flight crews concerned shall be provided with essential traffic information.
Derived from:
Reference:
4.3.2.10 A vertical separation minimum of 2000 ft shall be applied between an A380 and all other aircraft
operating below if not separated by a wake turbulence radar separation minimum of at least
15 NM.
Derived from: ICAO State Letter - Wake vortex of A380;
Source Paragraph:
Reference:

Status: Approved
Page 22 of 58
.4.4 - PROCEDURAL SEPARATION
4.4 Procedural Separation
-
4.4
4.4.1 Applicable Means and Minima
-
4.4.1
4.4.1.1 Types, means and minima of procedural separation to be applied at each ATC unit in case of
radar failure or in cases where radar separation is not feasible or adequate shall be prescribed
in the respective local instructions. These types, means and minima of procedural separation
shall be in accordance with this manual, ICAO DOC 4444 and ICAO DOC 7030 and are subject
to written approval by ACG/HQ. This regulation does not refer to that types, means and minima
of procedural separation which are already prescribed in this manual.
Derived from:
Source Paragraph:
Reference:
4.4.1.2 ACG/HQ shall be responsible for adquate cooperation with Division ACA to assure proper
training of student controllers in the application of procedural separation.
Derived from:
Source Paragraph:
Reference:
4.4.2 Lateral Separation

-
4.4.2
4.4.2.1 Lateral separation of aircraft is obtained by requiring operation on different routes or in different
geographical locations as determined by visual observation, by the use of navigation aids or
by the use of area navigation (RNAV) equipment.
Derived from:
Reference: LVR §71 Abs.3 lit.b);
4.4.3 Longitudinal Separation

-
4.4.3
4.4.3.1 Longitudinal separation shall be applied so that the spacing between the estimated positions
of the aircraft being separated is never less than a prescribed minimum. Longitudinal separation
between aircraft following the same or diverging tracks may be maintained by application of
speed control, including the Mach number technique.
Derived from:
Reference:
4.4.3.2 In applying a time- or distance-based longitudinal separation minimum between aircraft

following the same track, care shall be exercised to ensure that the separation minimum will
not be infringed whenever the following aircraft is maintaining a higher air speed than the
preceding aircraft. When aircraft are expected to reach minimum separation, speed
control 10.6 ) shall be applied to ensure that the required separation minimum is maintained.
Derived from:
Reference:
4.4.3.3 Longitudinal separation may be established by requiring aircraft to depart at a specified time,
to arrive over a geographical location at a specified time, or to hold over a geographical location
until a specified time.

Status: Approved
Page 23 of 58
Derived from:
Reference:
4.4.3.4 For the purpose of application of longitudinal separation, the terms same track, reciprocal tracks
and crossing tracks shall have the following meanings:
Derived from:
Reference:
a) Same track:
same direction tracks and intersecting tracks or portions thereof, the angular difference
of which is less than 45 degrees or more than 315 degrees, and whose protected
airspaces overlap.
Derived from:
Source Paragraph: 5.4.2.1.5.a)
Reference:
b) Reciprocal tracks:
opposite tracks and intersecting tracks or portions thereof, the angular difference of which
is more than 135 degrees but less than 225 degrees, and whose protected airspaces
overlap.
Derived from:
Source Paragraph: 5.4.2.1.5.b)
Reference:
c) Crossing tracks:
intersecting tracks or portions thereof other than those specified in a) and b) above.
Derived from:
Source Paragraph: 5.4.2.1.5.c)
Reference:
4.4.3.5 In areas of radar coverage, separation minima may be maintained between aircraft operating
along the same track and at the same cruising level based on a combination of radar-observed
distance and the assignment of Mach speeds to both aircraft, provided the following conditions
are met:
Derived from:
Reference:
a) both aircraft are being observed on radar and no interruption to radar coverage is
anticipated; and
Derived from:
Source Paragraph: Part 1, 8.3.1a)
Reference:
b) both aircraft are assigned a Mach number and the following aircraft is assigned either the
same or a lower Mach number as that assigned to the leading aircraft.
Derived from:
Source Paragraph: Part 1, 8.3.1b)
Reference:

Status: Approved
Page 24 of 58
4.4.4 Separation of Aircraft Holding in Flight
-
4.4.4
4.4.4.1 Aircraft established in adjacent holding patterns shall, except when lateral separation between
the holding areas exists as determined by ACG/HQ, be separated by the applicable vertical
separation minimum.
Derived from:
Reference:
4.4.4.2 Except when lateral separation exists, vertical separation shall be applied between aircraft
holding in flight and other aircraft, whether arriving, departing or en route, whenever the other
aircraft concerned are within five minutes flying time of the holding area or within a distance
prescribed by ACG/HQ.
Derived from:
Reference:
4.4.5 Minimum Separation Between Departing Aircraft

-
4.4.5
4.4.5.1 One-minute separation is required if aircraft are to fly on tracks diverging by at least 45 degrees
immediately after take-off so that lateral separation is provided.
Derived from:
Reference:
4.4.5.2 Two minutes are required between take-offs when the preceding aircraft is 74 km/h (40 kt) or
more faster than the following aircraft and both aircraft will follow the same track.
Derived from:
Reference:
4.4.5.3 Five-minute separation is required while vertical separation does not exist if a departing aircraft
will be flown through the level of a preceding departing aircraft and both aircraft propose to
follow the same track. Action must be taken to ensure that the five-minute separation will be
maintained or increased while vertical separation does not exist.
Derived from:
Reference:
4.4.6 Separation of Departing Aircraft from Arriving Aircraft

-
4.4.6
4.4.6.1 Except as otherwise approved by ACG/HQ and prescribed in local instructions, the following
separation shall be applied when take-off clearance is based on the position of an arriving
aircraft:
Derived from:
Reference:
a) If an arriving aircraft is making a complete instrument approach, a departing aircraft may

take off:

Status: Approved
Page 25 of 58
Derived from:
Reference:
1) in any direction until an arriving aircraft has started its procedure turn or base turn
leading to final approach;
Derived from:
Reference:
2) in a direction which is different by at least 45 degrees from the reciprocal of the

direction of approach after the arriving aircraft has started procedure turn or base
turn leading to final approach, provided that the take-off will be made at least 3
minutes before the arriving aircraft is estimated to be over the beginning of the
instrument runway.
Derived from:
Reference:
b) If an arriving aircraft is making a straight-in approach, a departing aircaft may take off:
Derived from:
Reference:
1) in any direction until 5 minutes before the arriving aircraft is estimated to be over the
instrument runway;
Derived from:
Reference:
2) in a direction which is different by at least 45 degrees from the reciprocal of the

direction of approach of the arriving aircraft:
Derived from:
Reference:
i) until 3 minutes before the arriving aircraft is estimated to be over the beginning
of the instrument runway, or
Derived from:
Source Paragraph: 5.7.1.2.b) 1)
Reference:
ii) before the arriving aircraft crosses a designated fix on the approach track; the
location of such fix to be determined by ACG/HQ after consultation with the
operators.
Derived from:
Source Paragraph: 5.7.1.2.b)2)
Reference:

Status: Approved
Page 26 of 58
.4.5 - RADAR SEPARATION
4.5 Radar Separation
-
4.5
4.5.1 Separation Application
-
4.5.1
Note(2): Factors which the radar controller must take into account in determining the
spacing to be applied in particular circumstances in order to ensure that the
separation minimum is not infringed include aircraft relative headings and speeds,
radar technical limitations, controller workload and any difficulties caused by
communication congestion. Guidance material on this subject is contained in the
Air Traffic Services Planning Manual (Doc 9426).
Derived from:
Source Paragraph: 8.7.3.Note
Reference:
4.5.1.1 Radar separation based on the use of RPS and/or PSR blips shall be applied so that the
distance between the centres of the RPS's and/or PSR blips, representing the positions of the
aircraft concerned, is never less than a prescribed minimum.
Derived from:
Reference:
4.5.1.2 Radar separation based on the use of PSR blips and SSR responses shall be applied so that
the distance between the centre of the PSR blip and the centre of the SSR response is never
less than a prescribed minimum.
Derived from:
Reference: DN ATMM 43/05 (Intern von PLN);
4.5.1.3 Radar separation based on the use of SSR responses shall be applied so that the distance
between the closest centres of the SSR responses is never less than a prescribed minimum.
Derived from:
4.5.1.4 In no circumstances shall the edges of the radar position indications touch or overlap unless
vertical separation is applied between the aircraft concerned, irrespective of the type of radar
position indication displayed and radar separation minimum applied.
Derived from:
Reference:
4.5.1.5 Radar separation shall not be applied between aircraft holding over the same holding fix.
Derived from:
Reference:
4.5.1.6 Application of radar separation between holding aircraft and other flights shall be subject to
requirements and procedures authorized by ACG/HQ and prescribed in local instructions.
Derived from:

Status: Approved
Page 27 of 58
Reference:
4.5.1.7 Except when transfer of radar control is to be effected, non-radar separation shall be
established by a radar controller before an aircraft under radar control reaches the limits of the
controller's area of responsibility, or before the aircraft leaves the area of radar coverage.
Derived from:
Reference:
4.5.1.8 Except as provided in 4.5.1.9 , 4.5.1.10 and 4.5.1.11 , radar separation shall only be applied
between identified aircraft when there is reasonable assurance that identification will be
maintained.
Derived from:
Reference: ICAO DOC 4444 8.7.3.7; ICAO DOC 4444 8.7.3.8; ICAO DOC 4444 8.8.3.2;
4.5.1.9 In the event that the radar controller has been notified of a controlled flight entering or about to
enter the airspace within which radar separation is applied, but has not radar identified the
aircraft, the controller may continue to provide radar service to identified aircraft provided that:
Derived from:
Reference:
a) reasonable assurance exists that the unidentified controlled flight will be identified using
SSR or the flight is being operated by an aircraft of a type which may be expected to give
an adequate return on primary radar in the airspace within which radar separation is
applied; and
Derived from:
Reference:
b) radar separation is maintained between the radar-controlled flights and any other
observed radar position until either the unidentified controlled flight has been identified or
non-radar separation has been established.
Derived from:
Reference:
4.5.1.10 Radar separation may be applied between an aircraft taking off and a preceding departing
aircraft or other radar-controlled traffic provided there is reasonable assurance that the
departing aircraft will be identified within 2 km (1 NM) from the end of the runway, and that, at
the time, the required separation will exist.
Derived from:
Reference:
4.5.1.11 When a controlled aircraft experiencing complete communication failure is operating or

expected to operate in an area and at flight levels where radar separation is applied, such
separation may continue to be used. However, if the aircraft experiencing the communication
failure is not identified, radar separation shall be applied between aircraft under radar control
and all unidentified aircraft observed along the expected route of the aircraft with the
communication failure, until such time as it is known, or can safely be assumed, that the aircraft

Status: Approved
Page 28 of 58
with radio failure has passed through the airspace concerned, has landed, or has proceeded
elsewhere.
Derived from:
Reference:
4.5.1.12 Reduced vertical separation minima (RVSM) shall not be applied to aircraft experiencing
communication failure within the EUR RVSM airspace (see 4.3.2.7 ).
Derived from:
Source Paragraph:
Reference: DN ATMM 34/04 & Protokoll der entsprechenden Besprechung;
4.5.2 Radar Separation Minima

-
4.5.2
4.5.2.1 Unless otherwise authorized by ACG/HQ and prescribed in local instructions the horizontal
radar separation minimum shall be 9.3 km (5.0 NM).
Derived from:
Reference: ICAO DOC 4444 8.7.4.2; ICAO DOC 4444 8.7.4.3; ICAO DOC 4444 8.7.4.4; ICAO DOC 4444 Chapter 6;
4.5.2.2 The radar separation minimum may, if so authorized by ACG/HQ and prescribed in local
instructions, be reduced, but not below:
Derived from:
Reference: ICAO DOC 4444, 8.7.4.1;
a) 5.6 km (3.0 NM) when radar capabilities at a given location so permit; and
Derived from:
Reference:
b) 4.6 km (2.5 NM) between succeeding aircraft which are established on the same final
approach track within 18.5 km (10 NM) of the runway end. A reduced separation minimum
of 4.6 km (2.5 NM) may be applied, provided:
Derived from:
Reference:
i) the average runway occupancy time of landing aircraft is proven, by means such as
data collection and statistical analysis and methods based on a theoretical model,
not to exceed 50 seconds;
Derived from:
Source Paragraph: 8.7.4.2 b) i)
Reference:
ii) braking action is reported as good and runway occupancy times are not adversely
affected by runway contaminants such as slush, snow or ice;
Derived from:
Source Paragraph: 8.7.4.2 b) ii)
Reference:

Status: Approved
Page 29 of 58
iii) a radar system with appropriate azimuth and range resolution and an update rate of
5 seconds or less is used in combination with suitable radar displays; and
Derived from:
Source Paragraph: 8.7.4.2 b) iii)
Reference:
iv) the aerodrome controller is able to observe, visually or by means of surface

movement radar (SMR) or a surface movement guidance and control system
(SMGCS), the runway-in-use and associated exit and entry taxiways;
Derived from:
Source Paragraph: 8.7.4.2 b) iv)
Reference:
v) wake turbulence radar separation minima do not apply;

Derived from:
Source Paragraph: 8.7.4.2 b) v)
vi) aircraft approach speeds are closely monitored by the controller and when necessary
adjusted so as to ensure that separation is not reduced below the minimum;
Derived from:
Source Paragraph: 8.7.4.2 b) vi)
Reference:
vii) aircraft operators and pilots have been made fully aware of the need to exit the
runway in an expeditious manner whenever the reduced separation minimum on
final approach is applied; and
Derived from:
Source Paragraph: 8.7.4.2 b) vii)
Reference:
viii) procedures concerning the application of the reduced minimum are published in
AIPs.
Derived from:
Source Paragraph: 8.7.4.2 b) viii)
Reference:
4.5.2.3 When providing local regulations for the application of reduced separation minima in
accordance with 4.5.2.2 b) it must be taken into account that the distance of 10 nm within
which such separation may be applied includes runway length (e.g. for a runway length of 2
nm the reduced separation would be applicable within 8 nm from touchdown).
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 8.7.4.2 b); DN ATMM 33/04; DN ATMM 35/04 (Kommentar); Protokoll zu DN ATMM 33/04 und
34/04;
4.5.2.4 The radar separation minimum or minima to be applied shall be prescribed by ACG/HQ
according to the capability of the particular radar system or sensor to accurately identify the
aircraft position in relation to the centre of an RPS, PSR blip or SSR response and taking into
account factors which may affect the accuracy of the radar-derived information, such as aircraft
range from the radar site.
Derived from:

Status: Approved
Page 30 of 58
Reference:
4.5.2.5 The following wake turbulence radar separation minima shall be applied to aircraft in the
approach and departure phases of flight in the circumstances given below.
Derived from:
Reference: ICAO DOC 4444 8.7.4.4.1;
4.5.2.6 The minima set out above shall be applied when:

Derived from:
a) an aircraft is operating directly behind another aircraft at the same altitude or less than
300 m (1 000 ft) below; or
Derived from:
Reference:
b) both aircraft are using the same runway, or parallel runways separated by less than 760m;
or
Derived from:
Reference:
c) an aircraft is crossing behind another aircraft, at the same altitude or less than 300 m
(1000ft) below.
Derived from:
Reference:
Tab. 4-1 wake turb. - radar separation minima
Aircraft category
Wake turbulence radar separation

Leading aircraft Following aircraft
minima
HEAVY 7.4 km (4.0 NM)
HEAVY MEDIUM 9.3 km (5.0 NM)
LIGHT 11.1 km (6.0 NM)
MEDIUM LIGHT 9.3 km (5.0 NM)
Derived from:
Source Paragraph: 8.7.4.4 Tabelle
Reference:
4.5.2.7 Due to the severe wake turbulence produced by aircraft of the "Boeing 757" series the wake
turbulence separation minima which are normally applied behind heavy-type aircraft shall also
be applied behind the "Boeing 757".
Derived from:
Source Paragraph:

Status: Approved
Page 31 of 58
Reference: Schreiben von OZB vom Jänner 1994 "Pr. Zl. 70.300/1-9/94". Eingangszahl 354/94. Dokumentationsnummer DN
ATMM 3/03; Akt 2360-1/214-94 von ATS-TMA (Antwort auf OZB Info, daß B 757 in der WT-Kategorie HEAVY zu
führen wären). Dokumentationsnummer DN ATMM 2/03;
4.5.2.8 Where both aircraft are established on final approach, a wake turbulence radar separation
minimum of 10 NM shall be applied between an A380 and any other following aircraft.
Source Paragraph:
Reference:
4.5.2.9 For all other phases of flight, including enroute, a wake turbulence radar separation minimum
of 15 NM shall be applied between an A380 and all other aircraft operating directly behind at
the same altitude or less than 600m (2000ft) below.
Source Paragraph:
Reference:
15 NM.
Source Paragraph:
Reference:

Status: Approved
Page 32 of 58
.4.6 - SEPARATION IN THE VICINITY OF AERODROMES
4.6 Separation in the Vicinity of Aerodromes
-
4.6
4.6.1 Vicinity of an Aerodrome
-
4.6.1
4.6.1.1 An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome
traffic circuit.
Derived from:
Source Paragraph: Chapter 1, Note zu "Aerodrome Traffic"
Reference: LVR §2 Z.11;
4.6.1.2 The aerodrome traffic circuit is defined as the specified path to be flown by aircraft operating
in the vicinity of an aerodrome.
Source Paragraph:
Reference: LVR §2 Z.45;
4.6.1.3 For the application of a reduction of separation in the vicinity of an aerodrome, the requirement
"vicinity of an aerodrome" shall be considered to be met when each aircraft is continuously
visible to the controller.
Derived from:
Source Paragraph:
Reference:
4.6.2 Reduction of Separation Minima in the Vicinity of Aerodromes

-
4.6.2
4.6.2.1 The separation minima prescribed for the application of lateral or longitudinal separation may
be reduced in the vicinity of aerodromes if adequate separation can be provided by the
aerodrome controller when each aircraft is continuously visible to this controller.
Derived from:
Source Paragraph:
Reference: LVR§72; ICAO DOC 4444 6.1; INTERN 20/04 von ATM/SPRT-DOC;
4.6.2.2 The scope within which the separation minima may be reduced in the vicinity of aerodromes
shall be subject to approval by ACG/HQ and shall be prescribed in the relevant local
instructions.
Derived from:
Source Paragraph:
Reference: LVR§72; ICAO DOC 4444 6.1; INTERN 20/04 von ATM/SPRT-DOC;
4.6.3 Runway Separation - Departing Aircraft

-
4.6.3
4.6.3.1 A departing aircraft shall not normally be permitted to commence take-off until the preceding
departing aircraft has crossed the end of the runway-in-use or has started a turn and until all
preceding landing aircraft are clear of the runway-in-use (inclusive safety strip).
Derived from:
Reference:

Status: Approved
Page 33 of 58
4.6.3.2 Take-off clearance may be issued to an aircraft when there is reasonable assurance that the
separation in 4.6.3.1 , or prescribed in accordance with 4.6.5 or 4.5.2 , will exist when the
aircraft commences take-off.
Derived from:
Reference:
4.6.3.3 When an ATC clearance is required prior to take-off, the take-off clearance shall not be issued
until the ATC clearance has been transmitted to and acknowledged by the aircraft concerned.
The ATC clearance shall be forwarded to the aerodrome control tower with the least possible
delay after receipt of a request made by the tower or prior to such request if practicable.
Derived from:
Reference:
Note(3): See the Air Traffic Services Planning Manual (Doc 9426) for details of such lower
minima developed by one State.
Derived from:
Reference:
4.6.4 Runway Separation for Arriving Aircraft

-
4.6.4
4.6.4.1 A landing aircraft shall not normally be permitted to cross the runway threshold on its final
approach until the preceding departing aircraft has crossed the end of the runway-in-use, or
has started a turn, and until all preceding landing aircraft are clear of the runway-in-use
(inclusive safety strip).
Derived from:
Reference:
4.6.4.2 An aircraft may be cleared to land when there is reasonable assurance that the separation
in 4.6.4.1 , or prescribed in accordance with 4.6.5 , will exist when the aircraft crosses the
runway threshold, provided that a clearance to land shall not be issued until a preceding landing
aircraft has crossed the runway threshold.
Derived from:
Source Paragraph: 7.9.2 Satz 1
Reference:
4.6.4.3 To reduce the potential for misunderstanding, the landing clearance shall include the
designator of the landing runway.
Derived from:
Reference:
Note(4): See the Air Traffic Services Planning Manual (Doc 9426) for details of such lower
minima developed by one State.
Derived from:
Reference:

Status: Approved
Page 34 of 58
4.6.5 Reduced Runway Separation
-
4.6.5
4.6.5.1 Provided that an appropriate, documented safety assessment has shown that an acceptable
level of safety can be met, lower minima may be prescribed in local instructions after approval
by ACG/HQ, and after consultation with the operators. The safety assessment shall be carried
out for each runway for which the reduced minima are intended, taking into account factors
such as:
Derived from:
Reference:
a) runway length;
Derived from:
Reference:
b) aerodrome layout; and

Derived from:
Reference:
c) types/categories of aircraft involved.

Derived from:
Reference:
4.6.5.2 All applicable procedures related to the application of reduced runway separation minima shall
be published in the Aeronautical Information Publication as well as in local instructions.
Controllers shall be provided with appropriate and adequate training in the use of the
procedures.
Derived from:
Reference:
4.6.5.3 Reduced runway separation minima shall only be applied during the hours of daylight from 30
minutes after local sunrise to 30 minutes before local sunset.
Derived from:
Reference:
4.6.5.4 For the purpose of reduced runway separation, aircraft shall be classified as follows:
Derived from:
Reference:
a) Category 1 aircraft: single-engine propeller aircraft with a maximum certificated take-off

mass of 2000 kg or less;
Derived from:
Reference:

Status: Approved
Page 35 of 58
b) Category 2 aircraft: single-engine propeller aircraft with a maximum certificated take-off

mass of more than 2000 kg but less than 7000 kg; and twin-engine propeller aircraft with
a maximum certificated take-off mass of less than 7000 kg;
Derived from:
Reference:
c) Category 3 aircraft: all other aircraft.

Derived from:
Reference:
4.6.5.5 Reduced runway separation minima shall not apply between a departing aircraft and a
preceding landing aircraft.
Derived from:
Reference:
4.6.5.6 Reduced runway separation minima shall be subject to the following conditions:
Derived from:
Reference:
a) wake turbulence separation minima shall be applied;

Derived from:
Reference:
b) visibility shall be at least 5 km and ceiling shall not be lower than 300 m (1000 ft);
Derived from:
Reference:
c) tail wind component shall not exceed 5 kt;

Derived from:
Reference:
d) there shall be available means, such as suitable landmarks, to assist the controller in
assessing the distances between aircraft. A surface surveillance system that provides the
air traffic controller with position information on aircraft may be utilized, provided that
approval for operational use of such equipment includes a safety assessment to ensure
that all requisite operational and performance requirements are met;
Derived from:
Reference:
e) minimum separation continues to exist between two departing aircraft immediately after
take-off of the second aircraft;
Derived from:

Status: Approved
Page 36 of 58
Reference:
f) traffic information shall be provided to the flight crew of the succeeding aircraft concerned;
and
Derived from:
Reference:
g) the braking action shall not be adversely affected by runway contaminants such as ice,
slush, snow, water, etc.
Derived from:
Source Paragraph: 7.10.6 g)
Reference:
4.6.5.7 Reduced runway separation minima which may be applied at an aerodrome shall be
determined for each separate runway. The separation to be applied shall in no case be less
than the following minima:
Derived from:
Reference:
a) landing aircraft:
Derived from:
Reference:
1) a succeeding landing Category 1 aircraft may cross the runway threshold when the
preceding aircraft is a Category 1 or 2 aircraft which either:
Derived from:
Source Paragraph: 7.10.7 a)1)
Reference:
i) has landed and passed a point at least 600 m from the threshold of the runway,
is in motion and will vacate the runway without backtracking; or
Derived from:
Source Paragraph: 7.10.7 a)1)i)
Reference:
ii) is airborne and has passed a point at least 600 m from the threshold of the
runway;
Derived from:
Source Paragraph: 7.10.7 a)1)ii)
Reference:
2) a succeeding landing Category 2 aircraft may cross the runway threshold when the
preceding aircraft is a Category 1 or 2 aircraft which either:
Derived from:
Reference:
i) has landed and has passed a point at least 1500 m from the threshold of the
runway, is in motion and will vacate the runway without backtracking; or

Status: Approved
Page 37 of 58
Derived from:
Reference:
runway;
Derived from:
Reference:
3) a succeeding landing aircraft may cross the runway threshold when a preceding
Category 3 aircraft:
Derived from:
Reference:
i) has landed and has passed a point at least 2400 m from the threshold of the
runway, is in motion and will vacate the runway without backtracking; or
Derived from:
Reference:
runway;
Derived from:
Reference:
b) departing aircraft:
Derived from:
Reference:
1) a Category 1 aircraft may be cleared for take-off when the preceding departing
aircraft is a Category 1 or 2 aircraft which is airborne and has passed a point at least
600 m from the position of the succeeding aircraft;
Derived from:
Source Paragraph: 7.10.7 b)1)
Reference:
2) a Category 2 aircraft may be cleared for take-off when the preceding departing
aircraft is a Category 1 or 2 aircraft which is airborne and has passed a point at least
1500 m from the position of the succeeding aircraft; and
Derived from:
Reference:
3) an aircraft may be cleared for take-off when the preceding departing Category 3
aircraft is airborne and has passed a point at least 2400 m from the position of the
succeeding aircraft;
Derived from:

Status: Approved
Page 38 of 58
Reference:
4.6.5.8 Consideration should be given to increased separation between high performance single-
engine aircraft and preceding Category 1 or 2 aircraft.
Derived from:
Reference:
4.6.6 Minimum Separation Between Departing Aircraft

-
4.6.6
4.6.6.1 One-minute separation is required if aircraft are to fly on tracks diverging by at least 45 degrees
immediately after take-off so that lateral separation is provided.
Derived from:
Reference:
4.6.6.2 Two minutes are required between take-offs when the preceding aircraft is 74 km/h (40 kt) or
more faster than the following aircraft and both aircraft will follow the same track.
Derived from:
Reference:
Note(5): Calculations, based on TAS, of speed differentials of aircraft during climb may not
be suffiently accurate in all circumstances for determining if the procedure
in 4.6.6.2 can be applied, in which case calculations based on IAS may be more
suitable.
Derived from:
Reference:
4.6.6.3 Five-minute separation is required while vertical separation does not exist if a departing aircraft
will be flown through the level of a preceding departing aircraft and both aircraft propose to
follow the same track. Action must be taken to ensure that the five-minute separation will be
maintained or increased while vertical separation does not exist.
Derived from:
Reference:

Status: Approved
Page 39 of 58
Fig. 4-1 Minimum Longitudinal Separation Between Departing Aircraft
Derived from:
Source Paragraph: Figure 35, 36, 37
Reference:
4.6.7 Separation of Departing Aircraft From Arriving Aircraft

-
4.6.7
4.6.7.1 Except as otherwise approved by ACG/HQ and prescribed in local instructions, the following
separation shall be applied when take-off clearance is based on the position of an arriving
aircraft:
Derived from:
Reference:
4.6.7.2 If an arriving aircraft is making a complete instrument approach, a departing aircraft may take
off:
Derived from:
Reference:
a) in any direction until an arriving aircraft has started its procedure turn or base turn leading
to final approach;
Derived from:
Reference:
b) in a direction which is different by at least 45 degrees from the reciprocal of the direction
of approach after the arriving aircraft has started procedure turn or base turn leading to

Status: Approved
Page 40 of 58
final approach, provided that the take-off will be made at least 3 minutes before the arriving
aircraft is estimated to be over the beginning of the instrument runway.
Derived from:
Reference:
4.6.7.3 If an arriving aircraft is making a straight-in approach, a departing aircaft may take off:
Derived from:
Reference:
a) in any direction until 5 minutes before the arriving aircraft is estimated to be over the
instrument runway;
Derived from:
Reference:
b) in a direction which is different by at least 45 degrees from the reciprocal of the direction
of approach of the arriving aircraft:
Derived from:
Reference:
1) until 3 minutes before the arriving aircraft is estimated to be over the beginning of
the instrument runway, or
Derived from:
Source Paragraph: 5.7.1.2.b) 1)
Reference:
2) before the arriving aircraft crosses a designated fix on the approach track; the
location of such fix to be determined by ACG/HQ after consultation with the
operators.
Derived from:
Source Paragraph: 5.7.1.2.b)2)
Reference:

Status: Approved
Page 41 of 58
Fig. 4-2 Separation of Departing Aircraft from Arriving Aircraft
Derived from:
Source Paragraph: Figure 38
Reference:
4.6.8 Application of Radar Separation in the Vicinity of an Aerodrome

-
4.6.8
Intentionally left blank.
Derived from:
Source Paragraph:
Reference:
4.6.9 Visual Approaches

-
4.6.9
4.6.9.1 In all cases where the application of separation is mandatory, separation shall also be provided
between an aircraft cleared to execute a visual approach and other arriving and departing
aircraft. The issuance of a clearance to execute a visual approach does not relieve the ATCO
of any of his responsibilities in regard to the provision of separation.
Derived from:
Source Paragraph:
Reference: LVR §72; ICAO DOC 4444 6.5.3.4; ICAO DOC 4444 6.1; 4444 6.5.3.5; ICAO DOC 7030 4.1.2; Intern 20/04 von
ATM/SPRT-DOC; ICAO DOC 6.5.3; ICAO DOC 8.9.5; DN ATM AR10b V1 0066/06;
4.6.9.2 Clearance for an IFR flight to execute a visual approach may be requested by a flight crew or
initiated by the controller. In the latter case, the concurrence of the flight crew shall be required.
Derived from:
Reference: LVR §72; ICAO DOC 4444 6.1; ICAO DOC 4444 6.5.3.5; ICAO DOC 7030 4.1.2;
4.6.9.3 Controllers shall exercise caution in initiating a visual approach when there is reason to believe
that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain.
Controllers should also take into consideration the prevailing traffic and meteorological
conditions when initiating visual approaches.
Derived from:

Status: Approved
Page 42 of 58
4.6.9.4 An IFR flight may be cleared to execute a visual approach provided the pilot can maintain visual
reference to the terrain and:
Derived from:
a) the reported ceiling is at or above the approved initial approach level for the aircraft so
cleared; or
Derived from:
b) the pilot reports at the initial approach level or at any time during the instrument approach
procedure that the meteorological conditions are such that with reasonable assurance a
visual approach and landing can be completed.
Derived from:
4.6.9.5 Separation shall be provided between an aircraft cleared to execute a visual approach and
other arriving and departing aircraft as prescribed.
Derived from:
4.6.9.6 In cases where ATC is not required to maintain separation between an aircraft executing a
visual approach and another preceeding aircraft, ATC shall issue a cautionary about possible
turbulent wakes to the aircraft executing a visual approach.
Derived from:
Source Paragraph:
Reference: LVR §72 Abs. 3; ICAO DOC 4444 6.5.3.5; DN ATM AR10b V1 0066/06;
4.6.9.7 Transfer of communications to the aerodrome controller should be effected at such a point or
time that information on essential local traffic, if applicable, and clearance to land or alternative
instructions can be issued to the aircraft in a timely manner.
Derived from:
Reference:
4.6.9.8 The radar controller may initiate radar vectoring of an aircraft for visual approach provided the
reported ceiling is above the minimum altitude applicable to radar vectoring and meteorological
conditions are such that, with reasonable assurance, a visual approach and landing can be
completed.
Derived from:
Reference:

Status: Approved
Page 43 of 58
4.6.9.9 If an aircraft is vectored for visual approach clearance for visual approach shall be issued only
after the pilot has reported the aerodrome or the preceding aircraft in sight, at which time radar
vectoring would normally be terminated.
Derived from:
Reference:

Status: Approved
Page 44 of 58
.4.7 - EXEMPTIONS FROM SEPARATION COMMITMENTS
4.7 Exemptions from Separation Commitments
-
4.7
4.7.1 VMC Climb / Descent
-
4.7.1
4.7.1.1 During the hours of daylight an IFR flight conducted under VMC may be cleared a specific
portion of climb or descend without providing separation. In such case the pilot of the aircraft
concerned shall maintain an adequate distance to other aircraft himself.
Derived from:
Source Paragraph:
Separation Commitments; ICAO DOC 4444, 5.2.1 letzter Abs.;
To allow the issuance of such clearance the following must apply:

Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.2.1; ICAO DOC 4444 5.10.1.2; ICAO Annex 11 3.3.3; LVR §72 Abs.2; ICAO DOC 4444 5.9;
ATMM/G Vol. 2 Separation/Maintaining Own Separation in VMC; FB360-1/269-02; Notiz von FB/ATM - Hofmann
vom November 2002;
a) initiative is taken by the pilot of the aircraft concerned - not by ATC;

Derived from:
Source Paragraph:
b) the pilot of the other aircraft concerned has agreed;

Derived from:
Source Paragraph:
c) the aircraft concerned are operated in airspace class "D" or "E";

Derived from:
Source Paragraph:
d) the clearance is for a specific portion of the flight at or below 3050 m (10000 ft);
Derived from:
Source Paragraph:
e) the flight is provided with alternative instructions to be complied with in the event that flight
in visual meteorological conditions (VMC) cannot be maintained for the term of the
clearance, if there is a possibility that flight under visual meteorological conditions may
become impracticable.
Derived from:
Source Paragraph:

Status: Approved
Page 45 of 58
4.7.1.2 Essential traffic information shall be provided to aircraft which are cleared to climb/descend
maintaining own separation while in visual meteorological conditions.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.10.1.2; ICAO DOC 4444 5.10.1.2 Note;
4.7.2 Own Separation On Final Approach

-
4.7.2
4.7.2.1 An approach control unit or aerodrome control unit may clear the pilot of an aircraft to proceed
without providing the required separation to the directly preceding aircraft, provided that:
Source Paragraph:
a) the clearance is issued in singular cases and when the safety of air traffic is not
compromised,
Source Paragraph:
b) the aircraft so cleared is on final approach,

Source Paragraph:
c) the pilot of the aircraft so cleared has reported to have the preceding aircraft in sight and
to be able to maintain an adequate spacing himself, and
Source Paragraph:
d) the pilot so cleared has agreed.

Source Paragraph:
4.7.2.2 The aircraft shall then be instructed to follow and maintain own separation from the preceding
aircraft.
Derived from:
Reference:
4.7.2.3 In this case, the pilot so cleared is responsible for maintaining an adequate distance to the
preceding aircraft himself.
Source Paragraph:
4.7.2.4 When both aircraft are of a heavy wake turbulence category, or the preceding aircraft is of a
heavier wake turbulence category than the following, and the distance between the aircraft is

Status: Approved
Page 46 of 58
less than the appropriate wake turbulence minimum, the controller shall issue a caution of
possible wake turbulence.
Derived from:
Reference:
4.7.2.5 The pilot-in-command of the aircraft concerned shall be responsible for ensuring that the
spacing from a preceding aircraft of a heavier wake turbulence category is acceptable.
Derived from:
Reference:

Status: Approved
Page 47 of 58
.4.8 - WAKE TURBULENCE SEPARATION
4.8 Wake Turbulence Separation
-
4.8
4.8.1 Application and Commitments
-
4.8.1
4.8.1.1 The ATC unit concerned shall not be required to apply wake turbulence separation:
Derived from:
Reference:
a) for arriving VFR flights landing on the same runway as a preceding landing HEAVY or
MEDIUM aircraft when the pilot of the VFR flight has reported the preceding aircraft in
sight; and
Derived from:
Reference:
b) where such procedure is permitted, between arriving IFR flights executing visual approach
when the aircraft has reported the preceding aircraft in sight and has been instructed to
follow and maintain own separation from that aircraft.
Derived from:
Reference:
4.8.1.2 The ATC unit shall, in respect of the flights specified in 4.8.1.1 , as well as when otherwise
deemed necessary, issue a caution of possible wake turbulence. The pilot-in-command of the
aircraft concerned shall be responsible for ensuring that the spacing from a preceding aircraft
of a heavier wake turbulence category is acceptable. If it is determined that additional spacing
is required, the flight crew shall inform the ATC unit accordingly, stating their requirements.
Derived from:
Reference:
4.8.1.3 Wake turbulence separation minima shall be based on a grouping of aircraft types into three
categories according to the maximum certificated take-off mass as follows:
Derived from:
Reference:
a) HEAVY (H) - all aircraft types of 136 000 kg or more;

Derived from:
Reference:
b) MEDIUM (M) - aircraft types less than 136 000 kg but more than 7000 kg; and
Derived from:
Reference:
c) LIGHT (L) - aircraft types of 7 000 kg or less.

Derived from:

Status: Approved
Page 48 of 58
Reference:
Derived from:
Source Paragraph:
4.8.2 Non Radar Wake Turbulence Separation

-
4.8.2
4.8.2.1 The following minima shall be applied to aircraft landing behind a HEAVY or a MEDIUM aircraft:
Derived from:
Reference:
a) MEDIUM aircraft behind HEAVY aircraft - 2 minutes;

Derived from:
Reference:
b) LIGHT aircraft behind a HEAVY or MEDIUM aircraft - 3 minutes.

Derived from:
Reference:
One additional minute shall be added to the separation minima when an A380 is the leading
HEAVY aircraft.
Source: ICAO State Letter - Wake vortex of A380
Derived from:
Source Paragraph:
Reference:
4.8.2.2 A minimum separation of 2 minutes shall be applied between a LIGHT or MEDIUM aircraft
taking off behind a HEAVY aircraft or a LIGHT aircraft taking off behind a MEDIUM aircraft when
the aircraft are using:
Derived from:
Reference:
a) the same runway;

Derived from:
Source Paragraph: 5.8.3.1.a).
Reference:
b) parallel runways separated by less than 760 m (2 500 ft);

Derived from:
Reference:

Status: Approved
Page 49 of 58
c) crossing runways if the projected flight path of the second aircraft will cross the projected
flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below;
Derived from:
Reference:
d) parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the
second aircraft will cross the projected flight path of the first aircraft at the same altitude
or less than 300 m (1 000 ft) below.
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
4.8.2.3 A separation minimum of 3 minutes shall be applied between a LIGHT or MEDIUM aircraft
when taking off behind a HEAVY aircraft or a LIGHT aircraft when taking off behind a MEDIUM
aircraft from:
Derived from:
Reference:
a) an intermediate part of the same runway; or

Derived from:
Reference:
b) an intermediate part of parallel runway separated by less than 760 m (2 500 ft).
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
4.8.2.4 A separation minimum of 2 minutes shall be applied between a LIGHT or MEDIUM aircraft and
a HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft when operating on a
runway with a displaced landing threshold when:
Derived from:
Reference:
a) a departing LIGHT or MEDIUM aircraft follows a HEAVY aircraft arrival and a departing
LIGHT aircraft follows a MEDIUM aircraft arrival; or

Status: Approved
Page 50 of 58
Derived from:
Reference:
b) an arriving LIGHT or MEDIUM aircraft follows a HEAVY aircraft departure and an arriving
LIGHT aircraft follows a MEDIUM aircraft departure if the projected flight paths are
expected to cross.
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
a HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft when the heavier
aircraft is making a low or missed approach and the lighter aircraft is:
Derived from:
Reference:
a) utilizing an opposite-direction runway for take-off; or

Derived from:
Reference:
b) landing on the same runway in the opposite direction, or on a parallel opposite-direction

runway separated by less than 760 m (2500 ft).
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
4.8.3 Radar Wake Turbulence Separation

-
4.8.3
Derived from:


Status: Approved
Page 51 of 58
Derived from:
300 m (1 000 ft) below; or
Derived from:
Reference:
or
Derived from:
Reference:
(1000ft) below.
Derived from:
Reference:
Aircraft category

minima
Derived from:
Reference:
Source Paragraph:
Reference:
Source Paragraph:
Reference:
15 NM.

Status: Approved
Page 52 of 58
Source Paragraph:
Reference:

Status: Approved
Page 53 of 58
.4.9 - LOSS OF SEPARATION
4.9 Loss of Separation
-
4.9
4.9.1 Commitments
-
4.9.1
4.9.1.1 Where the type of separation or minimum prescribed to separate two aircraft cannot be
maintained, the ATC unit concerned shall use all means at its disposal to re-establish
separation with the least possible delay. The use of emergency separation should be
considered as an immediate action.
Derived from:
Source Paragraph:
Reference:
4.9.1.2 Essential traffic information shall be given to controlled flights concerned whenever they
constitute essential traffic to each other.
Derived from:
Reference:
4.9.1.3 Essential traffic is that controlled traffic to which the provision of separation by ATC is
applicable, but which, in relation to a particular controlled flight is not, or will not be, separated
from other controlled traffic by the appropriate separation minimum.
Derived from:
Reference:
4.9.1.4 Essential traffic information shall include:

Derived from:
Reference:
a) direction of flight of aircraft concerned;

Derived from:
Reference:
b) type and wake turbulence category (if relevant) of aircraft concerned;

Derived from:
Reference:
c) cruising level of aircraft concerned; and

Derived from:
Source Paragraph: 5.10.2.c)
Reference:
1) estimated time over the reporting point nearest to where the level will be crossed; or
Derived from:
Source Paragraph: 5.10.2.c)1)
Reference:

Status: Approved
Page 54 of 58
.4.9 - LOSS OF SEPARATION
2) relative bearing of the aircraft concerned in terms of the 12-hour clock as well as
distance from the conflicting traffic; or
Derived from:
Reference:
3) actual or estimated position of the aircraft concerned.

Derived from:
Reference:
Note(6): Wake turbulence category will only be essential traffic information if the aircraft
concerned is of a heavier wake turbulence category than the aircraft to which the
traffic information is directed.
Derived from:
Source Paragraph: 5.10.2.Note 2
Reference:
4.9.2 Emergency Separation

-
4.9.2
4.9.2.1 If, during an emergency situation, it is not possible to ensure that the applicable horizontal
separation can be maintained, emergency separation of half the applicable vertical separation
minimum may be used, i.e. 150 m (500 ft) between aircraft in airspace where a vertical
separation minimum of 300 m (1 000 ft) is applied, and 300 m (1 000 ft) between aircraft in
airspace where a 600 m (2 000 ft) vertical separation minimum is applied.
Derived from:
Reference:
4.9.2.2 When emergency separation is applied the flight crews concerned shall be advised that
emergency separation is being applied and informed of the actual minimum used. Additionally,
all flight crews concerned shall be provided with essential traffic information.
Derived from:
Reference:
4.9.3 Reporting
-
4.9.3
4.9.3.1 The procedures for the treatment of occurrences as specified in ATMM/G Vol. I shall apply.
Derived from:
Source Paragraph:
Reference: ATMM/G Vol. I Chapter 4 Safety Management;

Status: Approved
Page 55 of 58
.4.10 - ESSENTIAL TRAFFIC INFORMATION
4.10 Essential Traffic Information
-
4.10
4.10.1 Commitments
-
4.10.1
Derived from:
Reference:
Derived from:
Reference:
Note(7): This information will inevitably relate to controlled flights cleared subject to
maintaining own separation and remaining in visual meteorological conditions and
also whenever the intended separation minimum has been infringed.
Derived from:
Source Paragraph: 5.10.1.2.Note
Reference:
4.10.2 Content
-
4.10.2
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:

Status: Approved
Page 56 of 58
.4.10 - ESSENTIAL TRAFFIC INFORMATION
Derived from:
Reference:

Derived from:
Reference:
Note(8): Nothing in this section is intended to prevent ATC from imparting to aircraft under
its control any other information at its disposal with a view to enhancing air safety
in accordance with the objectives of ATS.
Derived from:
Source Paragraph: 5.10.2. Note 1
Reference:
Derived from:
Reference:

Status: Approved
Page 57 of 58
.4.11 - SEGREGATION
4.11 Segregation
-
4.11
4.11.1 Description of Segregation
-
4.11.1
4.11.1.1 Segregation is a method to assure that aircraft are kept at an appropriate distance to each other
to avoid dangerous approximation in a situation where the application of separation is not
mandatory.
Derived from:
Source Paragraph:
Reference:
4.11.1.2 Segregation may be provided between aircraft and between aircraft and defined areas
designated for the use by special air traffic.
Derived from:
Source Paragraph:
Reference:
4.11.2 Application and Requirements for Segregation

-
4.11.2
4.11.2.1 Segregating aircraft from each other reduces the necessity of traffic information. However it
should be taken into concideration that such traffic information may help avoid TCAS
manoeuvres of aircraft which are in climb or descent.
Derived from:
Source Paragraph:
Reference:
4.11.2.2 There ist no general obligation to provide segregation in any airspace but ATC units which
decide to use segregation as an integrated part of the air traffic control service shall prescribe
detailed procedures on when and how to apply segregation in their respective local manual.
Vertical and horizontal distances which are to be applied as minima for segregation shall be
subject to written approval by ACG/HQ.
Derived from:
Source Paragraph:
Reference:
4.11.2.3 When segregation is provided between aircraft and defined areas designated for the use by
special air traffic by means of radar, the respective areas must be represented on the radar
screen used in an adequate manner to allow the assurance of the necessary lateral spacing.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 58 of 58
.-
5 - Stripmarking

Status: Approved
Valid: 2006-11-23 - ufn Chapter5 - Stripmarking
Page 1 of 54
.5.1 - GENERAL
5.1 General
-
5.1
5.1.1 Abbreviations
-
5.1.1
5.1.1.1 ACFT
aircraft (ICAO)
Derived from:
Reference: ICAO Annex 1; ICAO Annex 2; ICAO Annex 3; ICAO Annex 6; ICAO Annex 7; ICAO Annex 8; ICAO Annex 11;
ICAO Annex 13; ICAO Annex 16 Volume 1;
5.1.1.2 ACT
Derived from:
Source Paragraph:
Reference:
5.1.1.3 ADEP
aerodrome of departure (FDR 31)
Derived from:
Source Paragraph: FDR 31 Anhang 5
Reference:
5.1.1.4 ADES
aerodrome of destination (FDR 31)
Derived from:
Reference:
5.1.1.5 ATC
Derived from:
5.1.1.6 ATIS
automatic terminal information service (ICAO)
Derived from:
Reference: ICAO Annex 10 Volume 3; ICAO Annex 11;
5.1.1.7 ATS
Derived from:
5.1.1.8 BSD
Basic System Data (FDR 31)

Status: Approved
Page 2 of 54
.5.1 - GENERAL
Derived from:
Reference:
5.1.1.9 CNL
cancellation indicator (FDR 31)
Derived from:
Reference:
5.1.1.10 CTOT
Calculated Take-Off Time (Eurocontrol Basic CFMU Handbook)
Source: Eurocontrol Basic CFMU Handbook - General & CFMU Systems
Derived from:
Source Paragraph: 13
Reference:
5.1.1.11 DME
Derived from:
Reference:
5.1.1.12 ENL
sector entry level (FDR 31)
Derived from:
Reference:
5.1.1.13 EOBT
estimated off-block time (ICAO)
Derived from:
5.1.1.14 ESSR
external SSR code (FDR 31)
Derived from:
Reference:
5.1.1.15 EST
message indicator for estimate (EST) messages (ICAO)
Derived from:
Reference:
5.1.1.16 ETA
estimated time of arrival (ICAO)
Derived from:

Status: Approved
Page 3 of 54
.5.1 - GENERAL
Reference:
5.1.1.17 ETD
estimated time of departure (ICAO)
Derived from:
Reference:
5.1.1.18 ETO
estimated time over (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
5.1.1.19 EXL
sector exit level (FDR 31)
Derived from:
Reference:
5.1.1.20 FL
Flight level (ICAO)
Derived from:
Reference:
5.1.1.21 FPS
flight progress strip (ICAO)
Derived from:
Reference:
5.1.1.22 IAS
indicated airspeed (ICAO)
Derived from:
Reference:
5.1.1.23 IFR
Derived from:
5.1.1.24 IFS
information strip (FDR 31)
Derived from:
Source Paragraph: FDR 31

Status: Approved
Page 4 of 54
.5.1 - GENERAL
Reference:
5.1.1.25 ISSR
internal SSR code (FDR 31)
Derived from:
Reference:
5.1.1.26 KDS
keyboard data station window (FDR 31)
Derived from:
Reference:
5.1.1.27 LAD
listed aerodrome (FDR 31)
Derived from:
Reference:
5.1.1.28 NIS
not involved sector strip (FDR 31)
Derived from:
Reference:
5.1.1.29 NVFR
night VFR (ACG)
Derived from:
Source Paragraph:
Reference:
5.1.1.30 OPM
operational position management (VAS command) (ACG)
Derived from:
Source Paragraph:
Reference:
5.1.1.31 PLN
flight plan (ICAO)
Derived from:
Reference:
5.1.1.32 PRP
published route point (FDR 31)
Derived from:
Reference:

Status: Approved
Page 5 of 54
.5.1 - GENERAL
5.1.1.33 PWS
prewarning strip (FDR 31)
Derived from:
Reference:
5.1.1.34 PX
position (ACG)
Derived from:
Source Paragraph:
Reference:
5.1.1.35 QNH
Code word for altimeter sub-scale setting to obtain elevation when on the ground (ICAO)
Derived from:
Reference:
5.1.1.36 RNAV
Derived from:
5.1.1.37 RVSM
Derived from:
5.1.1.38 RWY
runway (ICAO)
Derived from:
Reference:
5.1.1.39 SEL
standard sector exit/entry level (FDR 31)
Derived from:
Reference:
5.1.1.40 SSR
Derived from:
5.1.1.41 TAS

Status: Approved
Page 6 of 54
.5.1 - GENERAL
true airspeed (ICAO)

Derived from:
Reference:
5.1.1.42 VAS
vienna air traffic control system (ACG)
Derived from:
Source Paragraph:
Reference: FDR 30;
5.1.1.43 VFR
Derived from:
5.1.1.44 VMC
Derived from:
Reference:
5.1.1.45 VOR
VHF omnidirectional radio range; very high frequency omnidirectional radio range (ICAO)
Derived from:
Reference:
5.1.1.46 WTC
wake turbulence category (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
5.1.2 Definitions
-
5.1.2
(ICAO).
Derived from:
5.1.2.2 air traffic control instruction

Status: Approved
Page 7 of 54
.5.1 - GENERAL
Directives issued by air traffic control for the purpose of requiring a pilot to take a specific action
(ICAO).
Derived from:

Derived from:
Source Paragraph:
Reference:
5.1.2.4 altitude
Derived from:

(EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
5.1.2.6 bay
A panel, or subdivision of a panel of a flight progress board, representing one or more
locations (ICAO).
Derived from:
Source Paragraph: Part 2 Section 3 Appendix A 1.1
Reference:
5.1.2.7 calculated take-off time (CTOT)

The reference time of an ATFM slot (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:

Derived from:
Reference:
5.1.2.9 en-route strip

A flight progress strip used to display essential details of a flight at each displayed reporting
point over which the flight will pass (ICAO).

Status: Approved
Page 8 of 54
.5.1 - GENERAL
Derived from:
Reference:
5.1.2.10 entry strip

The en-route strip used at the first reporting point on the route of the flight within the area of
responsibility (ICAO).
Derived from:
Reference:
5.1.2.11 exit (or transfer) strip

The en-route strip used at the last reporting point on the route of the flight within the area of
responsibility (ICAO).
Derived from:
Reference:

Derived from:
5.1.2.13 field (strips)

a numbered subdivision of a strip box for the display or entry of data relating to flights (ACG).
Derived from:
Source Paragraph:
Reference:

intervals (ICAO).
datum;
Derived from:
DOC 4444;
5.1.2.15 flight plan (PLN)

Specified information provided to air traffic services units, relative to an intended flight or portion
of a flight of an aircraft (ICAO).
Note.- Specifications for flight plans are contained in Annex 2. When the expression "flight plan
form" is used it denotes the model flight plan form at Appendix 2 to the ICAO DOC 4444.

Status: Approved
Page 9 of 54
.5.1 - GENERAL
Derived from:
Reference: ICAO Annex 1; ICAO Annex 2; ICAO Annex 6/I; ICAO Annex 6/II; ICAO Annex 11; ICAO DOC 4444; ICAO Annex
6/III;
5.1.2.16 flight progress board

A specially constructed board used for the display of flight progress strips (ICAO).
Derived from:
Reference:
5.1.2.17 flight progress strip (FPS)

Strip used for the display of flight data on a flight progress board (ICAO).
Derived from:
Source Paragraph:
5.1.2.18 flight progress strips

A specially printed strip of card on which is recorded essential information relevant to the flight
of an aircraft (ICAO Doc 9426).
Derived from:
Reference:

Derived from:
Reference:

Derived from:
5.1.2.21 low approach

an approach along, or parallel to a runway, descending to an agreed minimum level (ICAO
4444)
Derived from:
Source Paragraph: 12.3.4.16 e
Reference:
5.1.2.22 low pass

a flight past the control tower or other observation point for the purpose of visual inspection by
persons on the ground (ICAO 4444).
Derived from:

Status: Approved
Page 10 of 54
.5.1 - GENERAL
Source Paragraph: 12.3.4.16 g
Reference:

Derived from:
Reference:
5.1.2.24 release
Derived from:
Source Paragraph:
Reference:
5.1.2.25 strip bay

A panel, or subdivision of a panel of a flight progress board, representing one or more locations
(ACG).
Note.- See also: bay (ICAO definition)
Derived from:
Source Paragraph:
Reference: ICAO Doc 9426 Part 2 Section 3 Appendix A, 1.1;
5.1.2.26 strip box

A subdivision of a flight progress strip within which specified details are recorded. A strip
box may consist of several fields (ACG).
Derived from:
Source Paragraph:
Reference: ICAO Doc 9426 Part 2 Section 3 Appendix A, 1.1;
5.1.2.27 strip holder

A mobile piece of equipment into which a flight progress strip is fitted for display on the flight
progress board (ICAO).
Derived from:
Reference:
5.1.2.28 STAY-flights
The VAS-specific term STAY-flight indicates a flight under IFR that is interrupted by a non-IFR
part or by a part of the flight in which the flight is not subject to (civil) ATC. (Definition by ACG)
Derived from:
Source Paragraph:
Reference:
5.1.2.29 true airspeed (TAS)

The speed of the aeroplane relative to undisturbed air. (ICAO)
Derived from:

Status: Approved
Page 11 of 54
.5.1 - GENERAL
-
5.1.3
5.1.3.1 This chapter is based primarily on regulations of Austro Control; there are no external source
documents applicable.
Derived from:
Source Paragraph:
Reference:
5.1.4 References
-
5.1.4
Derived from:
Source Paragraph:
Reference:
l Beschreibung und Handhabung der Flugdatenverarbeitung (FDR 31)

Derived from:
Source Paragraph:
Reference:
l ICAO Location Indicators (ICAO DOC 7910)

Derived from:
Source Paragraph:
Reference:
l ICAO Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services
(ICAO DOC 8585)
Derived from:
Source Paragraph:
Reference:
l ICAO Aircraft Type Designators (ICAO DOC 8643)

Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 12 of 54
.5.2 - VAS GENERATED STRIPS
5.2 VAS Generated Strips
-
5.2
5.2.1 Types of Strips
-
5.2.1
5.2.1.1 The following types of strips shall be used, as applicable, by ATM personnel in the provision
of air traffic services:
Derived from:
Source Paragraph:
Reference: FDR 31;
a) Prewarning Strips (PWS),

Derived from:
Source Paragraph:
Reference: FDR 31;
b) Flight Progress Strips (FPS),

Derived from:
Source Paragraph:
Reference: FDR 31;
c) Visual Flight Strips (VFS),

Derived from:
Source Paragraph:
Reference: FDR 31;
d) Not Involved Sector Strips (NIS), and

Derived from:
Source Paragraph:
Reference: FDR 31;
e) Information Strips (IFS).

Derived from:
Source Paragraph:
Reference: FDR 31;
5.2.1.2 Prewarning Strips (PWS) are generated automatically for controlled flights on ground and
awaiting routing clearance and for other flights requiring an ATC clearance such as VFR flights
intending to join IFR.
Derived from:
Source Paragraph:
Reference: FDR 31 1.6;
5.2.1.3 Flight Progress Strips (FPS) are generated automatically for all flights as defined in the Basic
System Data (BSD) and for all involved working positions connected to the VAS, according to
the actual Operational Positions Management (OPM) configuration.
Derived from:
Source Paragraph:
5.2.1.4 Visual Flight Strips (VFS) are generated automatically to display the relevant data of VFR
flights.

Status: Approved
Page 13 of 54
.5.2 - VAS GENERATED STRIPS
Derived from:
Source Paragraph:
5.2.1.5 Strips for not involved sectors (Not Involved Sector Strips, NIS) may be generated by manual
input into the VAS to provide other working positions with relevant data.
Derived from:
Source Paragraph:
5.2.1.6 Information Strips (IFS) may be generated by manual input into the VAS. These strips may be
used to display notes in plain language on printed strips.
Derived from:
Source Paragraph:
Note(1): Detailed information and further descriptions of the strip types and VAS-
conversations thereto are laid down in the Fachdienstrichtlinie FDR 31.
Derived from:
Source Paragraph:
5.2.2 Parameters for Strip Printing

-
5.2.2
5.2.2.1 Detailed descriptions of the parameters for strip printing are to be found in Fachdienstrichtlinie
FDR 31.
Derived from:
Source Paragraph:
Reference: FDR 31;

Status: Approved
Page 14 of 54
.5.3 - CONTENT OF FLIGHT STRIPS
5.3 Content of Flight Strips
-
5.3
5.3.1 Description of Strip Layout
-
5.3.1
5.3.1.1 Data concerning the progress of flights shall be displayed on flight progress strips to facilitate
the prediction and resolution of conflicts between aircraft.
Derived from:
Source Paragraph:
Reference: ICAO Doc 9426 Part II Section 3, 4.5.1.1;
5.3.1.2 Manually prepared strips shall conform to the format of VAS-generated strips.
Derived from:
Source Paragraph:
Reference: FAA Order 7110.65N Air Traffic Control, 2-3-1 3.b);
5.3.1.3 With the exception of information strips ( 5.2.1.6 ) the data presented on the strip is organized
in boxes, most of which are subdivided into numbered fields to designate the data they should
contain.
Derived from:
Source Paragraph:
Reference: FDR 31;
5.3.1.4 The following figure shows a schematic presentation of the fields and boxes on a VAS-
generated strip.
Derived from:
Source Paragraph:
Reference: FDR 31;

Status: Approved
Page 15 of 54
Fig. 5-1 Stripmarking - Fields of Strips
Derived from:
Source Paragraph:
Reference:
5.3.1.5 Field A1 - Estimated Time Over (ETO) / Estimated Time of Arrival (ETA)
Derived from:
Source Paragraph:
Reference: FDR 31 1.6.2;
This field shall be used:

Derived from:
Source Paragraph:
a) on FPS for the ETO referring to field E1 ( 5.3.1.29 ),

Derived from:
Source Paragraph:
b) on PWS by aerodrome control towers for a checkmark indicating the delivery of an

activation message to the relevant approach control unit if such message is prescribed in
local procedures. For other units this field is usually left blank and may be used as
prescribed in local procedures,

Status: Approved
Page 16 of 54
Derived from:
Source Paragraph:
c) On VFS for the ETA if available.

Derived from:
Source Paragraph:
5.3.1.6 Field A2 - Departure-/Arrival-Arrow / Outbound-/Inbound-Arrow

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
a) on PWS and FPS for the departure arrow on the first strip of the departure sector,
Derived from:
Source Paragraph:
b) on PWS and FPS for the arrival arrow on the last strip of the arrival sector,
Derived from:
Source Paragraph:
c) for the display of departure or arrival arrows on PWS and FPS for upper- and top-sector
working positions located above the relevant departure-/arrival-sectors,
Derived from:
Source Paragraph:
d) on VFS for the display of outbound-/inbound-arrows derived from the aerodromes of

departure and/or destination.
Derived from:
Source Paragraph:
5.3.1.7 Field A5 - EOBT / ETD

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Status: Approved
Page 17 of 54
a) to indicate the EOBT for IFR flights if available,

Derived from:
Source Paragraph:
b) to indicate the ETD for VFR flights if available.

Derived from:
Source Paragraph:
5.3.1.8 Strip box B - general

Derived from:
Source Paragraph:
The contents of strip box B and the fields within box B ( 5.3.1.9 , 5.3.1.10 , 5.3.1.11
and 5.3.1.12 ) are not generated by VAS.
Derived from:
Source Paragraph:
5.3.1.9 Field B1 - Time of Start-up Request

Derived from:
Source Paragraph:
This field shall be used by aerodrome control towers to enter the time of start-up request in
minutes.
Derived from:
Source Paragraph:
5.3.1.10 Field B2 - Time of Start-up Approval

Derived from:
Source Paragraph:
This field shall be used by aerodrome control towers to enter the time of start-up approval in
minutes.
Derived from:
Source Paragraph:
5.3.1.11 Field B3 - Time of Taxiing Approval

Derived from:
Source Paragraph:

Status: Approved
Page 18 of 54
This field shall be used by aerodrome control towers to enter the time of taxiing approval in
minutes.
Derived from:
Source Paragraph:
5.3.1.12 Field B4 - Taxiing time to De-icing Position

Derived from:
Source Paragraph:
This field shall be used by aerodrome control towers to enter the time of taxiing to the deicing
position in minutes.
Derived from:
Source Paragraph:
5.3.1.13 Box C - Level Box

Derived from:
Source Paragraph:
Box C shall be used to display and enter data related to levels. All entries shall conform to the
prescriptions of 5.6.4 - Stripmarking in Regard to Levels.
Derived from:
Source Paragraph:
5.3.1.14 Field C1 - Cleared Level (Entry Level, ENL)

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
a) to display or to enter the cleared level and, if applicable, the appropriate symbol for climb
or descent left of the level figures,
Derived from:
Source Paragraph:
b) to enter subsequently any change or revision to the cleared level according to the progress
of the flight,
Derived from:
Source Paragraph:

Status: Approved
Page 19 of 54
Note(2): On VFS, "VFR" is displayed to indicate VFR flights, or "SFR" to indicate special
VFR flights, instead of a level.
Derived from:
Source Paragraph:
Note(3): Conditions and parameters for the display of climb or descent symbols by the VAS
are laid down in FDR 31 as well as the specific meaning of these symbols.
Derived from:
Source Paragraph:
5.3.1.15 Field C2 - Requested Level

Derived from:
Source Paragraph:
This field shall be used to display the requested level if available.

Derived from:
Source Paragraph:
Note(4): The VAS displays the requested flight level inverted to indicate RVSM-approved
aircraft as indicated by the letter "W" in field 10a of the ATC flight plan.
Derived from:
Source Paragraph:
5.3.1.16 Field C3 - Parking Position

Derived from:
Source Paragraph:
This field shall be used by aerodrome control towers to enter the designator for the parking
position of the aircraft if applicable.
Derived from:
Source Paragraph:
5.3.1.17 Field C4 - Coordinated Exit Level (EXL)

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Status: Approved
Page 20 of 54
a) to display or to enter the level coordinated with that adjacent ATS unit which is next to be
responsible for that specific flight,
Derived from:
Source Paragraph:
b) to enter subsequently any changes to that level,

Derived from:
Source Paragraph:
Note(5): On VAS generated strips for flight plans containing an IFR cancellation point, 099
is displayed as EXL on that strip which is generated for the IFR cancellation point.
Derived from:
Source Paragraph:
Note(6): Conditions and parameters used by the VAS for the automated printing of exit
levels are laid down in FDR 31.
Derived from:
Source Paragraph:
5.3.1.18 Field C5 - Level Restrictions

Derived from:
Source Paragraph:
This field is used by the VAS to display level restrictions (sector exit restrictions).
Derived from:
Source Paragraph:
5.3.1.19 Field C6 - Cancellation Indicator

Derived from:
Source Paragraph:
This field is used by the VAS to display a cancellation symbol ("CNL") to indicate that the
relevant flight plan has been closed and all flightstrips concerning this flight plan are not valid
any longer.
Derived from:
Source Paragraph:
Note(7): Strips displaying the cancellation indicator are generated automatically for all
sectors having received a PWS, FPS or VFS before.
Derived from:

Status: Approved
Page 21 of 54
Source Paragraph:
5.3.1.20 Field C7 - Vertical Re-entry

Derived from:
Source Paragraph:
This field is used by the VAS to display an arrow to indicate that according the flight profile a
vertical re-entry into a sector is likely and that a second set of strips for the re-entry leg is printed.
Derived from:
Source Paragraph:
5.3.1.21 Field C8 - Night VFR Indicator

Derived from:
Source Paragraph:
This field shall be used to display or to enter the abbreviation NVFR as an indication for a night
VFR flight if applicable.
Derived from:
Source Paragraph:
5.3.1.22 Field D1 - Callsign

Derived from:
Source Paragraph:
This field shall be used to display or to enter the callsign of the aircraft concerned. For aircraft
flying in formation the callsign of the formation leader shall be displayed or entered.
Derived from:
Source Paragraph:
Note(8): If the designator of an aircraft operating agency is used, the corresponding callsign
shall be taken from ICAO Doc 8585.
Derived from:
Source Paragraph:
5.3.1.23 Field D2 - Area Navigation Capability Indicator

Derived from:
Source Paragraph:
This field shall be used to display or to enter the symbol "R", if the aircraft is capable of area
navigation.

Status: Approved
Page 22 of 54
Derived from:
Source Paragraph:
Note(9): On VAS generated strips, the symbol "R" is displayed in field D2, if the area
navigation capability is indicated in field 10 of the ATC flight plan.
Derived from:
Source Paragraph:
5.3.1.24 Field D3 - True Airspeed (TAS)

Derived from:
Source Paragraph:
This field shall be used to display or to enter the true airspeed of the flight concerned expressed
in knots, as indicated in the ATC flight plan.
Derived from:
Source Paragraph:
5.3.1.25 Field D4 - Number and Type of Aircraft and Wake Turbulence Category
Derived from:
Source Paragraph:
This field shall be used to display or to enter:

Derived from:
Source Paragraph:
a) the number of aircraft in case of formation flights, and

Derived from:
Source Paragraph:
b) the aircrafts's type indicated by the respective aircraft type designator as laid down in
ICAO Doc 9643, and
Derived from:
Source Paragraph:
c) the wake turbulence category, indicated as follows:

Derived from:
Source Paragraph:
1) symbol "+" to indicate the wake turbulence category HEAVY, or

Derived from:
Source Paragraph:

Status: Approved
Page 23 of 54
2) no symbol ("blank") to indicate the wake turbulence category MEDIUM, or

Derived from:
Source Paragraph:
3) symbol "-" to indicate the wake turbulence category LIGHT.

Derived from:
Source Paragraph:
Note(10): Parameters for the wake turbulence categorization may be found in 7.3.1 .
Derived from:
Source Paragraph:
5.3.1.26 Field D5 - Replacement Flight Plan Indicator / Reported or Instructed Speed

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
a) to enter any reported or instructed speed as prescribed in 5.6.5 , and

Derived from:
Source Paragraph:
b) on VAS generated strips to indicate a replacement flight plan, if so indicated in the ATC
flight plan.
Derived from:
Source Paragraph:
5.3.1.27 Field D6 - 8,33 kHz-Capability Indicator

Derived from:
Source Paragraph:
This field is used on VAS generated strips to indicate lack of 8,33 kHz channel separation
capability. If the 8,33 kHz capability is not indicated in the ATC flight plan, the VAS indicates
the lack of this capability by displaying an inverted "8" in field D6.
Derived from:
Source Paragraph:
5.3.1.28 Field D7 - MIL Indicator

Status: Approved
Page 24 of 54
Derived from:
Source Paragraph:
This field is used by VAS to indicate foreign military aircraft by an inverted "M", if specified in
the ATC flight plan.
Derived from:
Source Paragraph:
5.3.1.29 Field E1 - Route Point

Derived from:
Source Paragraph:
This field shall be used to display or to enter the specific route point to which the ETO in field
A1 ( 5.3.1.5 ) refers.
Derived from:
Source Paragraph:
5.3.1.30 Fields E2 to E9 - Route Points and Corresponding ETOs

Derived from:
Source Paragraph:
These fields shall be used to display or to enter:

Derived from:
Source Paragraph:
a) the route point passed before that rout point displayed in field E1 ( 5.3.1.29 ) and the
respective ETO according to the progress of flight, and
Derived from:
Source Paragraph:
b) the route point the aircraft is next to pass after the route point displayed in field E1
( 5.3.1.29 ) and the respective ETO according to the progress of flight.
Derived from:
Source Paragraph:
The route points shall be entered in those fields which correspond to the approximate
geographical locations in reference to the route point in field E1 ( 5.3.1.29 ) to indicate the
direction of flight.
Derived from:
Source Paragraph:

Status: Approved
Page 25 of 54
Note(11): For better indication of the direction of flight the VAS displays the route point
following the route point in field E1 ( 5.3.1.29 ) and the corresponding ETO
inverted.
Derived from:
Source Paragraph:
Note(12): Where appropriate the applicable SID or STAR may be used instead of a route
point.
Derived from:
Source Paragraph:
Reference: FDR 31 1.6.2; DN ATMM 33/04; Protokoll zu DN ATMM 33/04 und 34/04; DN ATMM 35/04 (Kommentare);
5.3.1.31 Field F1 - Aerodrome of Departure (ADEP)

Derived from:
Source Paragraph:
This field shall be used to display or to enter the aerodrome of departure, represented, if
assigned, by the ICAO location indicator in accordance with ICAO Doc 7910.
Derived from:
Source Paragraph:
Note(13): The location indicator is displayed inverted if there are Standard Exit/Entry Levels
(SELs) listed in the VAS to this specific aerodrome ("listed aerodrome", LAD).
Derived from:
Source Paragraph:
Reference: FDR 31 1.6.2; DN ATMM 23/04;
5.3.1.32 Field F2 - Route Description

Derived from:
Source Paragraph:
This field is used by the VAS on PWS and FPS to display up to four entries of the published
route points (PRPs) following after the PRP shown as "next point" in the E-box. On VFS 16
characters of the route as indicated in the ATC flight plan are displayed.
Derived from:
Source Paragraph:
For special flight operations additional information is displayed by the VAS:

Derived from:
Source Paragraph:
a) for flights changing the flight rules from IFR to VFR the published route point at which the
change is intended is displayed inverted as last item of the route description,

Status: Approved
Page 26 of 54
Derived from:
Source Paragraph:
b) for flights changing the flight rules from VFR to IFR on FPS and PWS the published route
point at which the change is intended is displayed inverted as first item of the route
description,
Derived from:
Source Paragraph:
c) for flights changing the flight rules from VFR to IFR on VFS the published route point at
which the change is intended is displayed inverted as last item of the VFR route
description,
Derived from:
Source Paragraph:
d) for mission flights and STAY-flights, i.e. flights under IFR that are interrupted by a non-
IFR part or by a part of the flight in which the flight is not subject to ATC, the point at which
the mission is intended to start is displayed inverted as last item of the route description.
Derived from:
Source Paragraph:
If any manual marking for landing charge purposes is necessary this shall be done in field F2.
Detailed regulations for entering such marking shall be prescribed in local instructions.
Derived from:
Source Paragraph:
5.3.1.33 Field F3 - Aerodrome of Destination (ADES)

Derived from:
Source Paragraph:
This field shall be used to display or to enter the aerodrome of destination, represented, if
assigned, by the ICAO location indicator in accordance with ICAO Doc 7910.
Derived from:
Source Paragraph:
Note(14): The location indicator is displayed inverted if there are Standard Exit/Entry Levels
(SELs) listed in the VAS to this specific aerodrome ("listed aerodrome", LAD).
Derived from:
Source Paragraph:
5.3.1.34 Field F4 - Flight Rule Change Indicator

Derived from:
Source Paragraph:

Status: Approved
Page 27 of 54
This field is used by the VAS to indicate special flight operations by showing:
Derived from:
Source Paragraph:
a) an inverted "Y" for flights changing from IFR to VFR, or

Derived from:
Source Paragraph:
b) an inverted "Z" for flights changing from VFR to IFR, or

Derived from:
Source Paragraph:
c) an inverted "S" for mission flights, i.e. flights under IFR that are interrupted by a non-IFR
part or by a part of the flight in which the flight is not subject to (civil) ATC, or
Derived from:
Source Paragraph:
d) an inverted "M" for some mission flights by the austrian military forces.
Derived from:
Source Paragraph:
5.3.1.35 Field F5 - Local QNH (manual markings only)

Derived from:
Source Paragraph:
This field shall be used to enter the QNH values delivered to an aircraft and subsequent
changes thereto.
Derived from:
Source Paragraph:
Note(15): Field F5 is intended for manual markings only. Therefore, the content of field F5
is not generated by the VAS.
Derived from:
Source Paragraph:
5.3.1.36 Field F6 - ATIS Code

Derived from:
Source Paragraph:

Status: Approved
Page 28 of 54
This field shall be used to enter the ATIS code delivered to an aircraft and subsequent changes
thereto.
Derived from:
Source Paragraph:
Note(16): Field F6 is intended for manual markings only. Therefore, the content of field F6
is not generated by the VAS.
Derived from:
Source Paragraph:
5.3.1.37 Field G - External SSR Code

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
a) by the VAS on FPS to display the SSR code received with an ACT/EST message, and
Derived from:
Source Paragraph:
b) manually on PWS the time for clearance request and clearance issuance if applicable.
Derived from:
Source Paragraph:
Details on the manual entries in field G shall be laid down in local instructions as appropriate.
Derived from:
Source Paragraph:
Note(17): In case of non-transponder equipped aircraft the VAS displays "NIL" in field H, if
this has been indicated in the ATC flight plan.
Derived from:
Source Paragraph:
5.3.1.38 Field H - Internal SSR Code

Derived from:
Source Paragraph:


Status: Approved
Page 29 of 54
Derived from:
Source Paragraph:
a) by the VAS the SSR code generated by the system, or

Derived from:
Source Paragraph:
b) the assigned individual SSR code, if no SSR code at all is provided by the VAS (e.g. on
VFS).
Derived from:
Source Paragraph:
Details on the manual assignment and entry of SSR codes shall be laid down in local
instructions.
Derived from:
Source Paragraph:
Note(18): If both fields G and H display a SSR code this is to indicate that the external SSR
code has to be changed.
Derived from:
Source Paragraph:
5.3.1.39 Field J - Actual Time of Departure

Derived from:
Source Paragraph:
This field shall be used to display or to enter the actual time of departure and, if applicable:
Derived from:
Source Paragraph:
a) the indicator "L" for low approach,

Derived from:
Source Paragraph:
b) the indicator "B" for break-off,

Derived from:
Source Paragraph:
c) the indicator "T" for touch and go,

Derived from:
Source Paragraph:

Status: Approved
Page 30 of 54
d) the indicator "M" for missed approach.

Derived from:
Source Paragraph:
5.3.1.40 Field K - Additional Information for Arriving Aircraft

Derived from:
Source Paragraph:
This field shall be used to enter:

Derived from:
Source Paragraph:
a) the time at which the approach clearance was delivered, or

Derived from:
Source Paragraph:
b) the actual landing time, or

Derived from:
Source Paragraph:
c) the time referring to the indicator in field J ( 5.3.1.39 ).

Derived from:
Source Paragraph:
5.3.1.41 Box M - Remark box

Derived from:
Source Paragraph:
The remark box may be used to manually enter additional data as required, in addition to the
information to be displayed or entered as described in 5.3.1.42 to 5.3.1.49 .
Derived from:
Source Paragraph:
5.3.1.42 Field M1 - Departure / Arrival Arrow

Derived from:
Source Paragraph:
This field is used by the VAS to display a departure or arrival arrow if applicable.
Derived from:

Status: Approved
Page 31 of 54
Source Paragraph:
Note(19): Conditions and parameters for the display of departure or arrival arrows are laid
down in FDR 31.
Derived from:
Source Paragraph:
5.3.1.43 Field M2 - Remarks

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
a) remarks concerning the progress of flight,

Derived from:
Source Paragraph:
b) release data for releases granted,

Derived from:
Source Paragraph:
c) additional release data for releases received, if entry in box B ( 5.3.1.8 ) is deemed not
practicable, and
Derived from:
Source Paragraph:
d) any other pertinent information for which no other field is designated.

Derived from:
Source Paragraph:
5.3.1.44 Field M3 - Flow Data

Derived from:
Source Paragraph:
This field is used by the VAS to display flow control data, in particular the CTOT. If empty, the
field may be used for the manual entry of data equivalent to that in field M2 ( 5.3.1.43 ).
Derived from:
Source Paragraph:

Status: Approved
Page 32 of 54
5.3.1.45 Field M4 - PWS Indication

Derived from:
Source Paragraph:
This field is used by the VAS to indicate whether a PWS has been printed for the next adjacent
sector along the flight route. The printing of such a PWS is indicated to the departure sector by
an inverted "P" in field M4.
Derived from:
Source Paragraph:
5.3.1.46 Field M5 - Date

Derived from:
Source Paragraph:
This field is used by the VAS to display the date at which the strip was printed. The date is
entered in 3 digits (ddm, m: 1-9, A, B, C).
Derived from:
Source Paragraph:
5.3.1.47 Field M6 - Strip Status

Derived from:
Source Paragraph:
This field is used by the VAS to display indicators for strips triggered by special events:
Derived from:
Source Paragraph:
a) inverted "R" for reprint, or

Derived from:
Source Paragraph:
b) inverted "S" for OPM triggered reprint, or

Derived from:
Source Paragraph:
c) inverted "M" for modification.

Derived from:
Source Paragraph:
5.3.1.48 Field M7 - Console Number and Late Indicator


Status: Approved
Page 33 of 54
Derived from:
Source Paragraph:
This field is used by the VAS to display the console number the strip was printed for.
Derived from:
Source Paragraph:
The console number is displayed in inverted form as late strip indicator, which is triggered by
printing of the strip less than 10 minutes prior the estimated entry time into the sector concerned.
Derived from:
Source Paragraph:
5.3.1.49 Field M8 - Runway Issued

Derived from:
Source Paragraph:
This field shall be used to enter manually the assigned landing or departure runway as
appropriate.
Derived from:
Source Paragraph:
5.3.2 Local Alterations to Prescribed Field Content

-
5.3.2
5.3.2.1 Where additional data is required to be manually entered this shall be laid down in local
instructions as well as the prescription into which fields this data is to be entered.
Derived from:
Source Paragraph:
Reference:
5.3.2.2 Local deviations from the prescribed field content shall be laid down in local instructions.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 34 of 54
.5.4 - STRIP HANDLING
5.4 Strip Handling
-
5.4
5.4.1 Strip Forms
-
5.4.1
5.4.1.1 Where practicable the VAS generated flight strips which conform to RAC-Form 29 shall be used
to display data concerning the progress of flights.
Derived from:
Source Paragraph:
Reference: DN ATMM 27/04;
5.4.1.2 For manual preparation of flight strips RAC Form 29 shall be used.
Derived from:
Source Paragraph:
5.4.2 Strip Holders

-
5.4.2
5.4.2.1 Strip holders are available colored in black, yellow and red. Other colors shall be available at
each ATM unit as provided in local instructions.
Derived from:
Source Paragraph:
Reference: ICAO DOC 9426 Part II Section 3, 4.5.1;
5.4.2.2 Colored strip holders shall be used to indicate general information on the flight:
Derived from:
Source Paragraph:
a) the general direction of flight, and/or

Derived from:
Source Paragraph:
b) the flight rules under which the flight is operating, and/or

Derived from:
Source Paragraph:
c) whether the flight is arriving, departing or overflying in or through the unit concerned, and/
or
Derived from:
Source Paragraph:
d) the state of flight (e.g. military flight), and/or

Derived from:
Source Paragraph:

Status: Approved
Page 35 of 54
.5.4 - STRIP HANDLING
e) any other general information as deemed relevant by the local unit management and laid
down in local instructions.
Derived from:
Source Paragraph:
5.4.2.3 Regulations for the usage of colored strip holders shall be laid down in local instructions and
shall specify which color shall be used for which kind of flight.
Derived from:
Source Paragraph:
5.4.3 Arranging of Strips

-
5.4.3
5.4.3.1 Flight progress strips shall normally be displayed in chronological sequence, starting with the
earliest reference time at the bottom of a strip bay or in a vertical sequence with the lowest
level at the bottom of a strip bay, if the relevant estimates are identical. Deviations thereto shall
be subject to the executive controller's discretion.
Derived from:
Source Paragraph:
Reference: DA/ATS 14 1.9; ICAO DOC 9426 Section 2 4.5.2.3;
5.4.3.2 The strips should be retained on the board until the information contained thereon is no longer
required and, in the case of controlled flights, until there is no longer any possibility of confliction
with other traffic.
Derived from:
Source Paragraph: Part II Section 3 4.5.2.3 Satz 2
Reference:
5.4.4 Preservation of Flight Strips

-
5.4.4
5.4.4.1 Flight strips shall be preserved for 18 months.
Derived from:
Source Paragraph:

Status: Approved
Page 36 of 54
.5.5 - MANUAL STRIPMARKING
5.5 Manual Stripmarking
-
5.5
5.5.1 Use of Flight Strips
-
5.5.1
5.5.1.1 Manually prepared strips shall conform to the field layout of VAS-generated strips.
Derived from:
Source Paragraph:
Reference:
5.5.1.2 Flight progress strips shall be used to post current data on air traffic and clearances required
for control and other air traffic services.
Derived from:
Source Paragraph:
Reference: FAA Order 7110.65N - Air Traffic Control - 2-3-1;
5.5.1.3 The forwarding of any amended control information via a coordination process shall be
recorded on the appropriate flight progress strip.
Derived from:
Source Paragraph:
5.5.1.4 The remarks section of flight strips shall not be used in lieu of voice coordination to pass control
information.
Derived from:
Source Paragraph:
5.5.2 Writing on Flight Strips

-
5.5.2
5.5.2.1 Black or blue ink pens, either ball point or felt/nylon tipped, should be used for recording entries.
Derived from:
Reference:
5.5.2.2 Pencils must not be used for data entries.

Derived from:
Source Paragraph:
Reference:
5.5.2.3 All handwriting should be neat, clear and concise.

Derived from:
Reference:
5.5.2.4 To prevent misinterpretation when data is entered by handwriting, standard hand-writing

characters as presented in 5.5.2.4 Fig. 5-2 shall be used for manual entries.
Derived from:
Source Paragraph:

Status: Approved
Page 37 of 54
Fig. 5-2 Standard Hand-Writing Characters for Manual Stripmarking
Derived from:
Source Paragraph:
Reference: FAA Order 7110.65 Fig 2-3-1;
5.5.2.5 If, in the opinion of the controller, the risk of confusion of the letter "O" and the digit "0" (zero)
is unacceptable, the letter "O" shall be marked by a diagonal line through the letter as shown
in brackets in 5.5.2.4 Fig. 5-2 .
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 38 of 54
5.5.2.6 If, in the opinion of the controller, the risk of confusion of the letter "I" and the digit "1" (one) is
unacceptable, the letter "I" shall be marked by horizontal lines on the upper and lower ends of
the letter as shown in brackets in 5.5.2.4 Fig. 5-2 .
Derived from:
Source Paragraph:
Reference:
5.5.2.7 Decimals shall be indicated with a comma(",").

Derived from:
Source Paragraph:
Reference:
5.5.3 Correcting Data on Flight Strips

-
5.5.3
5.5.3.1 When correcting or updating the information presented on flight strips, no item shall be erased
or overwritten. Instead, the items to be corrected or updated shall be striked through in a manner
leaving them readable.
Derived from:
Source Paragraph:
5.5.3.2 The correct data shall be entered into the same box of the flight strip immediately adjacent to
the corrected item.
Derived from:
Source Paragraph:
Reference:
5.5.4 Checkmarking
-
5.5.4
5.5.4.1 A checkmark shall be made against all data - except level information in field C1 - which has
been passed verbally to and has been acknowledged by any other unit or working position.
Derived from:
Source Paragraph:
Reference:
5.5.4.2 In field C1 a checkmark to the level indication shall only be made to indicate that the flight is
or has reported maintaining the checkmarked level.
Derived from:
Source Paragraph:
Reference:
5.5.5 Discarding of Flight Strips

-
5.5.5
5.5.5.1 A diagonal line in box D of the flight strip shall be made:
Derived from:
Source Paragraph:

Status: Approved
Page 39 of 54
Reference:
a) when communication with an aircraft has been transferred to another ATS unit, or
Derived from:
Source Paragraph:
Reference:
b) when an aircraft has been instructed to leave the frequency, or

Derived from:
Source Paragraph:
Reference:
c) when an aircraft has been cleared to leave the frequency, or

Derived from:
Source Paragraph:
Reference:
d) when an aircraft has reported to leave the frequency

Derived from:
Source Paragraph:
Reference:
to indicate that radio communication with this aircraft no longer exists.

Derived from:
Source Paragraph:
Reference:
5.5.5.2 Flight strips should be discarded when the corresponding flight is leaving the respective area
of responsibility.
Derived from:
Source Paragraph:
Reference:
5.5.5.3 Strips shall be removed from the flight progress boards when no longer required for ATS
purposes.
Derived from:
Source Paragraph:
Reference: FAA Order 7110.65N Air Traffic Control 2-3-1 a);

Status: Approved
Page 40 of 54
.5.6 - ABBREVIATIONS AND SYMBOLS FOR STRIPMARKING
5.6 Abbreviations and Symbols for Stripmarking
-
5.6
5.6.1 Abbreviations
-
5.6.1
5.6.1.1 For recording clearances and instructions, reports and flight plan data, standardized
abbreviations and symbols shall be used.
Derived from:
Source Paragraph:
Reference: FAA Order 7110.65N Air Traffic Control 2-3-9;
5.6.1.2 The abbreviations to be used for recording clearances and instructions, reports and flight plan
data shall be taken from:
Derived from:
Source Paragraph:
a) location indicators in accordance with ICAO Doc 7910,

Derived from:
Source Paragraph:
Reference:
b) designators for aircraft operating agencies in accordance with ICAO Doc 8585,
Derived from:
Source Paragraph:
Reference:
c) aircraft type designators in accordance with ICAO Doc 8643, and

Derived from:
Source Paragraph:
Reference:
d) abbreviations listed in 5.6.1.3 Fig. 5-3 , 5.6.1.3 Fig. 5-4 , 5.6.1.3 Fig. 5-5 , and 5.6.1.3
Fig. 5-6 .
Derived from:
Source Paragraph:
Reference:
5.6.1.3 The following figures show abbreviations to be used in manual marking of flight strips:
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 41 of 54
Fig. 5-3 Abbreviations on Flight Strips - Clearances
Derived from:
Source Paragraph:
Reference:
Fig. 5-4 Abbreviations on Flight Strips - Flight Programme
Derived from:
Source Paragraph:

Status: Approved
Page 42 of 54
Reference:
Fig. 5-5 Abbreviations on Flight Strips - Procedures
Derived from:
Source Paragraph:
Reference:
Fig. 5-6 Abbreviations on Flight Strips - Miscellaneous

Status: Approved
Page 43 of 54
Derived from:
Source Paragraph:
Reference:
5.6.2 Symbols
-
5.6.2
5.6.2.1 For recording clearances and instructions, reports and flight plan data, standardized
abbreviations and symbols shall be used.
Derived from:
Source Paragraph:
Note(20): Provisions for stripmarking in regard to time values ( 5.6.3 ), levels ( 5.6.4 ), speed
control ( 5.6.5 ), releases ( 5.6.6 ), restrictions and clearances ( 5.6.7 ) are laid
down in the following sections.
Derived from:
Source Paragraph:
5.6.2.2 The symbols listed in the following figures shall be used for stripmarking.
Derived from:
Source Paragraph:
Fig. 5-7 Stripmarking - Symbols on Strips: Miscellaneous
Derived from:
Source Paragraph:
Reference: ICAO DOC 9425 Part II Section 3 Chapter 4, Appendix A, 3.1;

Status: Approved
Page 44 of 54
Fig. 5-8 Stripmarking - Symbols on Flight Strips: Level Information
Derived from:
Source Paragraph:
Fig. 5-9 Stripmarking: Symbols for Release Conditions
Derived from:
Source Paragraph:

Status: Approved
Page 45 of 54
Fig. 5-10 Stripmarking - Symbols on Flight Strips: Restrictions
Derived from:
Source Paragraph:
5.6.2.3 Underscores in 5.6.2.2 Fig. 5-9 represent figures to be entered for detailed specification of a
release: degrees (turn restrictions), levels (climb/descent restrictions), speeds (restrictions in
speed control).
Derived from:
Source Paragraph:
Reference:
5.6.3 Entering of Time Values

-
5.6.3
5.6.3.1 When entering time values, only the minutes shall be noted as two-digit-group, except as
provided for in 5.6.3.2 .
Derived from:
Source Paragraph:
Reference:
5.6.3.2 The following time values shall be entered as four digit group:
Derived from:
Source Paragraph:
Reference:
a) departure time;
Derived from:
Source Paragraph:

Status: Approved
Page 46 of 54
Reference:
b) landing time;
Derived from:
Source Paragraph:
Reference:
c) expected approach time;

Derived from:
Source Paragraph:
Reference:
d) further clearance time;

Derived from:
Source Paragraph:
Reference:
e) estimates entered in field A1 ( 5.3.1.5 ).

Derived from:
Source Paragraph:
Reference:
5.6.4 Stripmarking in Regard to Levels

-
5.6.4
5.6.4.1 Flight levels shall be entered in hundreds of feet.
Derived from:
Source Paragraph:
Reference:
5.6.4.2 Altitudes shall be entered in thousands of feet or in thousands of meters. If altitudes are entered
in metres the figures shall be followed by the letter "M" to identify the used unit of measurement.
Derived from:
Source Paragraph:
Reference:
5.6.4.3 The entry of climb/descent arrows in field C1 is not mandatory. Air traffic controllers should use
them as deemed adequate and/or useful.
Derived from:
Source Paragraph:
Reference:
5.6.4.4 If an aircraft enters an ATS unit's area of responsibility in a level other than that indicated in
field C1, the actual level of the aircraft shall be entered and encircled.
Derived from:
Source Paragraph:
Reference:
5.6.4.5 The following figure gives examples for the stripmarking of level-related information:
Derived from:
Source Paragraph:

Status: Approved
Page 47 of 54
Reference:
Fig. 5-11 Stripmarking - Examples for the Entering of Level Information
Source:
Derived from:
Source Paragraph:
Reference:
5.6.4.6 The following figure gives examples for the stripmarking of levels in field C1:
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 48 of 54
Fig. 5-12 Stripmarking - Examples for Entering of Levels in field C1
Source:
Derived from:
Source Paragraph:
Reference:
5.6.5 Stripmarking in Regard to Speed Control

-
5.6.5
5.6.5.1 Instructed or reported speeds shall be entered:
Derived from:
Source Paragraph:
Reference:
a) if horizontal speeds are concerned, in field D5 ( 5.3.1.26 ).

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 49 of 54
b) if vertical speeds (climb/descent rates) are concerned, in the remark box (M-
box, 5.3.1.41 ).
Derived from:
Source Paragraph:
Reference:
On the discretion of the controller, the remark box may also be used for entering horizontal
speed data, if deemed preferable.
Derived from:
Source Paragraph:
Reference:
5.6.5.2 Speeds shall be entered in the following forms:

Derived from:
Source Paragraph:
Reference:
a) knots IAS, or
Derived from:
Source Paragraph:
Reference:
b) multiples of 0,01 Mach, or

Derived from:
Source Paragraph:
Reference:
c) thousands of feet per minute (e.g. 2,5 meaning 2500 feet per minute).
Derived from:
Source Paragraph:
Reference:
5.6.5.3 If speed values are not available or practicable in knots, Mach number or feet per minute, the
respective unit shall be entered as well:
Derived from:
Source Paragraph:
Reference:
a) mph meaning statute miles per hour, or

Derived from:
Source Paragraph:
Reference:
b) kmh meaning kilometres per hour, or

Derived from:
Source Paragraph:
Reference:
c) m/s meaning metres per second, or


Status: Approved
Page 50 of 54
Derived from:
Source Paragraph:
Reference:
d) other units as necessary.

Derived from:
Source Paragraph:
Reference:
5.6.5.4 The following figure shows examples for stripmarking in regard to speed control.
Derived from:
Source Paragraph:
Reference:
Fig. 5-13 Stripmarking - Examples in Regard to Speed Control
Derived from:
Source Paragraph:
Reference:
5.6.6 Stripmarking in Regard to Releases

-
5.6.6
5.6.6.1 Releases received from the transferring sector/unit shall be entered in box B ( 5.3.1.8 ) of the
strip.
Derived from:
Source Paragraph:
Reference:
5.6.6.2 Releases given to the accepting sector/unit shall be entered in box M ( 5.3.1.41 ) of the strip.
Derived from:
Source Paragraph:
Reference:
5.6.6.3 A release shall be marked on the strip in the following form:

Derived from:
Source Paragraph:
Reference:
release time / release conditions


Status: Approved
Page 51 of 54
Derived from:
Source Paragraph:
Reference:
5.6.6.4 The release time shall be entered in minutes (two digits).

Derived from:
Source Paragraph:
Reference:
5.6.6.5 Release conditions shall be entered using standard abbreviations and symbols for stripmarking
as far as practicable.
Derived from:
Source Paragraph:
Reference:
5.6.6.6 Prescriptions for the specification of release conditions are laid down in 3.3.7 .
Derived from:
Source Paragraph:
Reference:
5.6.6.7 The following figure shows examples on the stripmarking of releases.

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 52 of 54
Fig. 5-14 Stripmarking: Examples for Releases
Derived from:
Source Paragraph:
Reference:
5.6.7 Stripmarking in Regard to Restrictions

-
5.6.7
5.6.7.1 Restrictions shall be entered in the remark box (M-Box, 5.3.1.41 ) of the strip.
Derived from:
Source Paragraph:
Reference:
5.6.7.2 Restrictions shall be noted as action to be limited (e.g. cross, leave, climb, descend), followed
by a horizontal restriction line with the geographical limit (e.g. VOR SBG, 30 NM from VOR/
DME SBG) or limiting level written below the line and the restriction (e.g. time or level) written
above the line.
Derived from:
Source Paragraph:
Reference:
5.6.7.3 The following figure shows examples for the stripmarking of restrictions:
Derived from:
Source Paragraph:

Status: Approved
Page 53 of 54
Reference:
Fig. 5-15 Stripmarking - Examples for the Entering of Restrictions
Source:
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 54 of 54
.-
6 - Radar

Status: Approved
Valid: 2006-11-23 - ufn Chapter6 - Radar
Page 1 of 58
.6.1 - GENERAL
6.1 General
-
6.1
6.1.1 Abbreviations
-
6.1.1
6.1.1.1 ADS
Derived from:
6.1.1.2 AIP
aeronautical information publication (ICAO)
Derived from:
6.1.1.3 ASR
Airport Surveillance Radar (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
6.1.1.4 ASSR
airport surface surveillance radar (ICAO)
Derived from:
Reference:
6.1.1.5 ATC
Derived from:
6.1.1.6 ATS
Derived from:
6.1.1.7 CPDLC
controller-pilot data link communications (ICAO)
Derived from:
Reference:
6.1.1.8 ESSR
external SSR code (FDR 31)

Status: Approved
Page 2 of 58
.6.1 - GENERAL
Derived from:
Reference:
6.1.1.9 IFR
Derived from:
6.1.1.10 ISSR
internal SSR code (FDR 31)
Derived from:
Reference:
6.1.1.11 NTZ
no transgression zone (ICAO)
Derived from:
Source Paragraph: N123
Reference:
6.1.1.12 PSR
primary surveillance radar (ICAO)
Derived from:
6.1.1.13 RPS
radar position symbol (ICAO)
Derived from:
6.1.1.14 RVSM
Derived from:
6.1.1.15 SMGCS
surface movement guidance and control system (ICAO)
Derived from:
Reference:
6.1.1.16 SMR
surface movement radar (ICAO)
Derived from:

Status: Approved
Page 3 of 58
.6.1 - GENERAL
Reference:
6.1.1.17 SSR
Derived from:
6.1.1.18 TCAS
traffic alert and collision avoidance system (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
6.1.1.19 VFR
Derived from:
6.1.2 Definitions
-
6.1.2
6.1.2.1 accuracy
A degree of conformance between the estimated or measured value and the true value (ICAO).
Note.- For measured positional data the accuracy is normally expressed in terms of a distance
from a stated position within which there is a defined confidence of the true position falling.
Derived from:

Derived from:

(ICAO).
Derived from:

Status: Approved
Page 4 of 58
.6.1 - GENERAL
Derived from:
Source Paragraph:
Reference:

Derived from:

Derived from:

Derived from:

Derived from:
6.1.2.9 minimum clean speed

the minimum speed at which an aircraft can be flown in a clean configuration, i.e. without
deployment of lift-augmentation devices, speed brakes or landing gear (ICAO 4444).
Derived from:
Source Paragraph: 4.6.3.2 Note
Reference:
6.1.2.10 bearing (BRG)

The horizontal direction of an object or point usually measured clockwise from a reference line
or direction through 360 ((degrees)). Magnetic North is the reference line generally used
(ICAO).
Derived from:

Status: Approved
Page 5 of 58
.6.1 - GENERAL
6.1.2.11 blind velocity (Radar)

The radial velocity of a moving target such that the target is not seen on primary radars fitted
with certain forms of fixed echo suppression (ICAO).
Derived from:

Derived from:

Derived from:
Reference:
6.1.2.14 controller-pilot data link communication (CPDLC)

A means of communication between controller and pilot, using data link for ATC
communications (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 10 Volume 2; ICAO Annex 10 Volume 3; ICAO Annex 11;
6.1.2.15 correlation
A function which builds an association between a state vector and flight plan data based on
SSR code recognition, geographical and timing checks with respect to the flight route and
profile (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
6.1.2.16 coverage
Radar sensor coverage is the three-dimensional volume of airspace within which the specified
performance and availability requirements are satisfied (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:

Derived from:
6.1.2.18 discrete code

Status: Approved
Page 6 of 58
.6.1 - GENERAL
A four-digit SSR Code with the last two digits not being "00". (ICAO)
Derived from:

intervals (ICAO).
datum;
Derived from:
DOC 4444;
6.1.2.20 garbling
A term applied to the overlapping in range and/or azimuth of two or more SSR replies so that
the pulse positions of one reply fall close to or overlap the pulse positions of another reply,
thereby making the decoding of reply data prone to error (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
6.1.2.21 heading (HDG)

The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in
degrees from North (true, magnetic, compass or grid). (ICAO)
Derived from:
Source Paragraph: H18
Reference: ICAO Annex 2; ICAO Doc 4444; ICAO Doc 8168;

Derived from:
6.1.2.23 IFR flight

Derived from:


Status: Approved
Page 7 of 58
.6.1 - GENERAL
Derived from:
Reference:
6.1.2.25 integrity
A measure of the trust which can be placed in the correctness of the information supplied by
the total system. Integrity includes the ability of a system to provide timely and valid warnings
to the user (alerts) (ICAO).
Derived from:
Reference: ICAO Doc 9613; RTCA/DO-208;
6.1.2.26 interrogator
The secondary radar ground station which transmits radio signals for the purpose of inciting
replies in a transponder and receive these replies (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:

Derived from:
6.1.2.28 minimum safe altitude warning system (MSAW)

The generation of minimum safe altitude warning is a function of an ATC radar data processing
system. The objective of the MSAW function is to assist in the prevention of controlled flight
into terrain accidents by generating, in a timely manner, a warning of the possible infringement
of a minimum safe altitude (ICAO).
Derived from:
Source Paragraph: M165
6.1.2.29 minimum sector altitude (MSA)

The lowest altitude which may be used which will provide a minimum clearance of 300m
(1000ft) above all objects located in the area contained within a sector of a circle of 46 km (25
NM) radius centred on a radio aid to navigation (ICAO).

Status: Approved
Page 8 of 58
.6.1 - GENERAL
Derived from:
6.1.2.30 mode (SSR)

The conventional identifier related to specific functions of the interrogation signals transmitted
by an SSR interrogator. There are four modes specified in ICAO Annex 10: A, C, S and
intermode. (ICAO)
Derived from:
6.1.2.31 monitoring
Process of continuous or discrete comparison between the actual state of the system and the
expected state of the traffic situation (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
6.1.2.32 monopulse
A technique used for determination of the angle of arrival of a single pulse, or reply within an
antenna beam width The angle-of-arrival is determined by means of a processor using the
replies received through the sum and difference patterns of the antenna. (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
6.1.2.33 no transgression zone (NTZ)

In the context of independent parallel approaches, a corridor of airspace of defined dimensions
located centrally between the two extended runway centre lines, where a penetration by an
aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent
approach (ICAO).
Derived from:

Derived from:

Derived from:
6.1.2.36 PSR blip

The visual indication, in non-symbolic form, on a radar display of the position of an aircraft
obtained by primary radar (ICAO).

Status: Approved
Page 9 of 58
.6.1 - GENERAL
Derived from:
6.1.2.37 radar
A radio detection device which provides information on range, azimuth and/or elevation of
objects (ICAO).
Derived from:
6.1.2.38 radar approach

An approach in which the final approach phase is executed under the direction of a
radar controller (ICAO).
Derived from:
6.1.2.39 radar blip

A generic term for the visual indication, in non-symbolic form, on a radar display of the position
of an aircraft obtained by primary or secondary radar (ICAO).
Derived from:
6.1.2.40 radar clutter

The visual indication on a radar display of unwanted signals (ICAO).
Derived from:
6.1.2.41 radar contact

The situation which exists when the radar position of a particular aircraft is seen and identified
on a radar display (ICAO).
Derived from:

Derived from:

is assigned (ICAO).
Derived from:

Status: Approved
Page 10 of 58
.6.1 - GENERAL
6.1.2.44 radar display

An electronic display or radar-derived information depicting the position and movement of
aircraft (ICAO).
Derived from:
6.1.2.45 radar echo

The visual indication on a radar display of a radar signal reflected from an object (ICAO).
Derived from:
6.1.2.46 radar heading

A magnetic heading given by a controller to a pilot on the basis of radar-derived information for
the purpose of providing navigational guidance (ICAO).
Derived from:

Derived from:
6.1.2.48 radar map

Information superimposed on a radar display to provide ready indication of selected features
(ICAO).
Derived from:
6.1.2.49 radar monitoring

The use of radar for the purpose of providing aircraft with information and advice relative to
significant deviations from nominal flight path, including deviations from the terms of their air
traffic control clearances. (ICAO).
Derived from:

Derived from:

Status: Approved
Page 11 of 58
.6.1 - GENERAL
6.1.2.51 radar position symbol (RPS)

The visual indication, in symbolic form, on a radar display, of the position of an aircraft obtained
after automatic processing of positional data derived from primary and/or secondary
surveillance radar (ICAO).
Derived from:

Derived from:
6.1.2.53 radar service

Term used to indicate a service provided directly by means of radar (ICAO).
Derived from:
6.1.2.54 radar tracking

The act, by either a human or a computer, of following the movements of specific aircraft by
means of radar for the purpose of ensuring a continuous indication of the identity, position,
track and/or height of the aircraft (ICAO).
Derived from:
6.1.2.55 radar unit

That element of an air traffic services unit which uses radar equipment to provide one or more
services (ICAO).
Derived from:
6.1.2.56 radar vectoring

Provision of navigational guidance to aircraft in the form of specific headings, based on the use
of radar (ICAO).
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 4;
6.1.2.57 reliability
in the context of operational and technical issues, reliability is the probability that a device or
system will function without failure over a specified time period or amount of usage (ICAO
4444).
Derived from:
Reference:

Status: Approved
Page 12 of 58
.6.1 - GENERAL
6.1.2.58 reply
The pulse train received at a SSR ground station as a result of successful SSR
interrogation (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
6.1.2.59 secondary radar

A radar system wherein a radio signal transmitted from the radar station initiates the
transmission of a radio signal from another station (ICAO).
Derived from:

Derived from:

A surveillance radar system which uses transmitters/receivers (interrogators) and transponders
(ICAO).
Note.- The requirements for interrogators and transponders are specified in ICAO Annex 10/
IV Chapter 3.
Derived from:
Reference: ICAO Annex 10/IV; IVAO DOC 4444;
6.1.2.62 short term conflict alert (STCA)

The generation of short term conflict alerts is a function of an ATC radar data processing
system. The objectives of the STCA function is to assist the controller in maintaining separation
between controlled flights by generating, in a timely manner, an alert of a potentional
infringement of separation minima (ICAO).
Derived from:
6.1.2.63 SSR mode A

The identification of an aircraft as reported by its SSR transponder (...) (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
6.1.2.64 SSR mode C

The altitude of an aircraft as reported by its SSR transponder expressed in flight levels
(...) (EUROCONTROL).
Derived from:
Source Paragraph:

Status: Approved
Page 13 of 58
.6.1 - GENERAL
Reference:
6.1.2.65 SSR mode S

An enhanced mode of SSR which permits the interrogation of SSR equipped aircraft and
addresser interrogation with two way data exchange for suitably equipped
aircraft (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:

Derived from:
6.1.2.67 surveillance radar approach

A radar approach where surveillance radar is used (ACG).
Derived from:
Source Paragraph:
Reference:
6.1.2.68 surveillance radar

Radar equipment used to determine the position of an aircraft in range and azimuth (ICAO).
Derived from:
6.1.2.69 track (flight track; ground track)

The projection on the earth's surface of the path of an aircraft, the direction of which path at
any point is usually expressed in degrees from North (true, magnetic or grid). (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Annex 4; ICAO Annex 11; ICAO Doc 8168; ICAO Doc 8400; ICAO Doc 4444; LVR § 2 32;

Derived from:

Derived from:

Status: Approved
Page 14 of 58
.6.1 - GENERAL
Derived from:
Derived from:
6.1.2.74 VFR flight

Derived from:

Derived from:

-
6.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 15 of 58
.6.1 - GENERAL
6.1.4 References
-
6.1.4
Derived from:
Source Paragraph:
Reference:

Telecommunications, Volume 4 - Surveillance Radar and Collision Avoidance Systems
Derived from:
Source Paragraph:
Reference:
l ICAO Manual of Surface Movement Guidance and Control Systems (SMGCS) (ICAO
DOC 9476)
Derived from:
Source Paragraph:
Reference:
l ICAO Manual on the Secondary Surveillance Radar (SSR) Systems (ICAO DOC 9684)
Derived from:
Source Paragraph:
Reference:
l ICAO Advanced Surface Mvoement Guidance and Control Systems (A-SMGCS) Manual
(ICAO DOC 9830)
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 16 of 58
.6.2 - SYSTEM CAPABILITIES AND LIMITATIONS
6.2 System Capabilities and Limitations
-
6.2
6.2.1 Use of PSR and SSR
-
6.2.1
6.2.1.1 Radar systems used in the provision of air traffic services shall have a very high level of
reliability, availability and integrity. The possibility of system failures or significant system
degradations which may cause complete or partial interruptions of service shall be very remote.
Back-up facilities shall be provided.
Derived from:
Reference:
Note(1): Guidance material and information pertaining to use of radar and to system
reliability and availability is contained in Annex 10, Volume I and the Air Traffic
Services Planning Manual (Doc 9426).
Derived from:
Reference:
6.2.1.2 Radar systems should provide for the display of safety-related alerts and warnings, including
conflict alert, minimum safe altitude warning, conflict prediction and unintentionally duplicated
SSR codes.
Derived from:
Reference:
The capabilities and the use of these subsystems, as far as they are available, shall be
prescribed in the local procedures of each ATM unit.
Derived from:
Source Paragraph:
6.2.1.3 Primary surveillance radar (PSR) and secondary surveillance radar (SSR) may be used either
alone or in combination in the provision of air traffic services, including in the provision of
separation between aircraft, provided:
Derived from:
Reference:
a) reliable coverage exists in the area; and

Derived from:
Reference:
b) the probability of detection, the accuracy and the integrity of the radar system(s) are
satisfactory.
Derived from:
Reference:

Status: Approved
Page 17 of 58
6.2.1.4 SSR systems, especially those with monopulse technique or Mode S capability, may be used
alone, including in the provision of separation between aircraft, provided:
Derived from:
Reference:
a) the carriage of SSR transponders is mandatory within the area; and

Derived from:
Reference:
b) aircraft identification is established and maintained by use of assigned discrete SSR

codes.
Derived from:
Reference:
Note(2): Monopulse technique is a radar technique in which azimuth information of an SSR

transponder aircraft is derivable from each pulse detection by comparison of
signals received simutaneously in two or more antenna beams. Monopulse SSR
sensors provide for an improved azimuth resolution, fewer false reports from
unsynchronized interrogator transmissions (fruit) and less garbling compared to
conventional SSR sensors.
Derived from:
Reference:
6.2.1.5 Where PSR and SSR are required to be used in combination, SSR alone may be used in the
event of PSR failure to provide separation between identified transponder-equipped aircraft,
provided the accuracy of the SSR position indications has been verified by monitor equipment
or other means.
Derived from:
Reference:
6.2.2 Presentation of Radar Information

-
6.2.2
6.2.2.1 Radar-derived information available for display to the controller shall, as a minimum, include
radar position indications, radar map information and, when available, information from SSR
Mode A, Mode C and Mode S.
Derived from:
Reference:
6.2.2.2 The radar system shall provide for a continuously updated presentation of radar-derived
information, including radar position indications.
Derived from:
Reference:
6.2.2.3 Radar position indications may be displayed as:

Status: Approved
Page 18 of 58
Derived from:
Reference:
a) radar position symbols (RPS), including:

Derived from:
Reference:
i) PSR symbols;
Derived from:
Source Paragraph: 8.2.3.a) i)
Reference:
ii) SSR symbols; and

Derived from:
Source Paragraph: 8.2.3.a) ii)
Reference:
iii) combined PSR/SSR symbols;

Derived from:
Source Paragraph: 8.2.3.a) iii
Reference:
b) PSR blips
Derived from:
Reference:
c) SSR responses.
Derived from:
Reference:
6.2.3 Communications
-
6.2.3
6.2.3.1 The level of reliability and availability of communications systems shall be such that the
possibility of system failures or significant degradations is very remote. Adequate backup
facilities shall be provided.
Derived from:
Reference:
Note(3): Guidance material and information pertaining to system reliability and availablity
are contained in Annex 10, Volume I and the Air Traffic Services Planning Manual
(Doc 9426).
Derived from:
Source Paragraph: 8.3.1. Note
Reference:

Status: Approved
Page 19 of 58
6.2.3.2 Direct pilot-controller communications shall be established prior to the provision or radar
services, unless special circumstances such as emergencies dictate otherwise.
Derived from:
Reference:
6.2.4 Provision of Radar Services

-
6.2.4
6.2.4.1 The scope of radar services and/or radar functions which are provided by each working position
of an ATM unit shall be prescribed in the local instructions of each ATM unit.
Derived from:
Source Paragraph:
6.2.4.2 The use of radar in air traffic services shall be limited to specified areas of radar coverage and
shall be subject to such other limitations as have been specified. Adequate information on the
operating methods used shall be published in aeronautical information publications, as well as
operating practices and/or equipment limitations having direct effects on the operation of the
air traffic services.
Derived from:
Reference:
6.2.4.3 Where suitable radar systems and communication systems are available, radar-derived
information, including safety-related alerts and warnings such as conflict alert and minimum
safe altitude warning, should be used to the extent possible in the provision of air traffic control
service in order to improve capacity and efficiency as well as to enhance safety.
Derived from:
Reference:
6.2.4.4 The number of aircraft simultaneously provided with radar services shall not exceed that which
can safely be handled under the prevailing circumstances, taking into account:
Derived from:
Reference:
a) the structural complexity of the control area or sector concerned;

Derived from:
Reference:
b) the radar functions to be performed within the control area or sector concerned;
Derived from:
Reference:
c) assessments of controller workloads and sector capacity;

Derived from:

Status: Approved
Page 20 of 58
Reference:
d) human factors,
Derived from:
Source Paragraph:
Reference:
e) the degree of technical reliability and availability of the main radar and communication
systems;
Derived from:
Source Paragraph: 8.4.2.d)
Reference:
f) the possibility of a radar equipment failure or other emergency that would eventually
require reverting to back-up facilities and/or non-radar separation; and
Derived from:
Source Paragraph: 8.4.2.e)
Reference:
g) the degree of technical reliability and availability of the back-up radar and communication
systems.
Derived from:
Reference:

Status: Approved
Page 21 of 58
.6.3 - USE OF SSR TRANSPONDERS
6.3 Use of SSR Transponders
-
6.3
6.3.1 SSR Code Management
-
6.3.1
6.3.1.1 To ensure the safe and efficient use of SSR, pilots and controllers shall strictly adhere to
published operating procedures. Standard radiotelephony phraseology shall be used and the
correct setting of transponder codes shall be ensured at all times.
Derived from:
Reference:
6.3.1.2 Where there is a need for individual aircraft identification, each aircraft shall be assigned a
discrete code which should, whenever possible, be retained throughout the flight.
Derived from:
Reference:
6.3.1.3 Codes 7700, 7600 and 7500 shall be reserved internationally for use by pilots encountering a
state of emergency, radiocommunication failure or unlawful interference, respectively.
Derived from:
Reference:
6.3.2 Operation of SSR Transponders

-
6.3.2
6.3.2.1 When, after a pilot has been directed to operate the aircraft's transponder on an assigned code,
or to effect a code change, it is observed that the code shown on the radar display is different
from that assigned to the aircraft, the pilot shall be requested to reselect the assigned code.
Derived from:
Reference:
6.3.2.2 Whenever it is observed that the code of an aircraft as shown on the radar display, or aircraft
identification where code/call sign conversion is effected, is different from that assigned to the
aircraft and the application of the procedure described above has not resolved this discrepancy
or is not warranted by circumstances (e.g. unlawful interference), the pilot shall be requested
to confirm the correct code has been selected.
Derived from:
Reference:
6.3.2.3 If the discrepancy still persists, the pilot may be requested to stop the operation of the aircraft's
transponder. The next control position and any other affected unit using SSR in the provision
of ATS shall be informed accordingly.
Derived from:
Reference:

Status: Approved
Page 22 of 58
.6.4 - LEVEL INFORMATION BASED ON MODE C
6.4 Level Information Based on Mode C
-
6.4
6.4.1 Verification of Accuracy
-
6.4.1
6.4.1.1 The tolerance value used to determine that Mode C-derived level information displayed to the
controller is accurate shall be +/-60 m (+/-200 ft).
Derived from:
6.4.1.2 Verification of the accuracy of Mode C-derived level information displayed to the controller shall
be effected at least once by each suitably equipped ATC unit on initial contact with the aircraft
concerned or, if this is not feasible, as soon as possible thereafter. The verification shall be
effected by simultaneous comparison with altimeter-derived level information received from the
same aircraft by radiotelephony. The pilot of the aircraft whose Mode C-derived level
information is within the approved tolerance value need not be advised of such verification.
Derived from:
Reference:
6.4.1.3 If the displayed level information is not within the approved tolerance value or when a
discrepancy in excess of the approved tolerance value is detected subsequent to verification,
the pilot shall be advised accordingly and requested to check the pressure setting and confirm
the aircraft's level.
Derived from:
Reference:
6.4.1.4 If, following confirmation of the correct pressure setting the discrepancy continues to exist, the
following action should be taken according to circumstances:
Derived from:
Reference:
a) request the pilot to stop Mode C transmission, provided this does not interrupt the
operation of the transponder on Mode A and notify the next control positions or ATC unit
concerned with the aircraft of the action taken; or
Derived from:
Reference:
b) inform the pilot of the discrepancy and request that Mode C operation continue in order
to prevent loss of position and identity information on the aircraft and notify the next control
position or ATC unit concerned with the aircraft of the action taken.
Derived from:
Reference:
Note(4): Air traffic controllers shall be aware that a wrong Mode C indication might lead to
TCAS alerts.
Derived from:

Status: Approved
Page 23 of 58
Source Paragraph:
Reference: DN ATMM 42/05 von ATE;
6.4.2 Determination of Level Occupancy

-
6.4.2
6.4.2.1 The criterion which shall be used to determine that a specific level is occupied by an aircraft
shall be +/-60 m (+/-200 ft).
Derived from:
Note(5): For a brief explanation of the considerations underlying this value see the Air
Traffic Services Planning Manual (Doc 9426).
Derived from:
Source Paragraph: 8.5.4.2.1.Note
Reference:
6.4.2.2 Aircraft maintaining a level. An aircraft is considered to be maintaining its assigned level as
long as the SSR Mode C-derived level information indicates that it is within the appropriate
tolerances of the assigned level.
Derived from:
Reference:
6.4.2.3 Aircraft vacating a level. An aircraft cleared to leave a level is considered to have commenced
its manoeuvre and vacated the previously occupied level when the SSR ModeC-derived level
information indicates a change of more than 90 m (300 ft) in the anticipated direction from its
previously assigned level.
Derived from:
Reference:
6.4.2.4 Aircraft passing a level in climb or descent. An aircraft in climb or descent is considered to have
crossed a level when the SSR Mode C-derived level information indicates that it has passed
this level in the required direction by more than 90 m (300 ft).
Derived from:
Reference:
6.4.2.5 Aircraft reaching a level. An aircraft is considered to have reached the level to which it has been
cleared when three consecutive renewals of Mode C-derived level information have indicated
that it is within the appropriate tolerances of the assigned level.
Derived from:
6.4.2.6 Intervention by a controller shall only be required if differences in level information between
that displayed to the controller and that used for control purposes are in excess of the values
stated above.
Derived from:

Status: Approved
Page 24 of 58
Reference:

Status: Approved
Page 25 of 58
.6.5 - GENERAL RADAR PROCEDURES
6.5 General Radar Procedures
-
6.5
6.5.1 Performance Checks
-
6.5.1
6.5.1.1 The radar controller shall adjust the radar display(s) and carry out adequate checks on the
accuracy thereof, in accordance with the technical instructions prescribed by the appropriate
authority for the radar equipment concerned.
Derived from:
Reference:
6.5.1.2 The radar controller shall be satisfied that the available functional capabilities of the radar
system as well as the information presented on the radar display(s) is adequate for the functions
to be performed.
Derived from:
Reference:
6.5.1.3 The radar controller shall report, in accordance with local procedures, any fault in the
equipment, or any incident requiring investigation, or any circumstances which make it difficult
or impractical to provide radar services.
Derived from:
Reference:
6.5.2 Establishment of Radar Identification

-
6.5.2
6.5.2.1 Before providing radar service to an aircraft, radar identification shall be established and the
pilot informed. Thereafter, radar identification shall be maintained until termination of the radar
service.
Derived from:
Reference:
6.5.2.2 If radar identification is subsequently lost, the pilot shall be informed accordingly and, when
applicable, appropriate instructions issued.
Derived from:
Reference:
6.5.2.3 Radar identification shall be established by at least one of the methods listed in 6.5.3
or 6.5.4 .
Derived from:
Reference:
6.5.3 SSR Identification Procedures

-
6.5.3
6.5.3.1 Where SSR is used, aircraft may be identified by one or more of the following procedures:

Status: Approved
Page 26 of 58
Derived from:
Reference:
a) recognition of the aircraft identification in a radar label;

Derived from:
Reference:
b) recognition of an assigned discrete code, the setting of which has been verified, in a radar
label;
Derived from:
Reference:
c) direct recognition of the aircraft identification of a Mode S-equipped aircraft in a radar

label;
Derived from:
Reference:
d) by transfer of radar identification;

Derived from:
Source Paragraph: 8.6.2.2.1.d)
Reference:
e) observation of compliance with an instruction to set a specific code;

Derived from:
Source Paragraph: 8.6.2.2.1.e)
Reference:
f) observation of compliance with an instruction to squawk IDENT;

Derived from:
Source Paragraph: 8.6.2.2.1.f)
Reference:
6.5.4 PSR Identification Procedures

-
6.5.4
6.5.4.1 Where SSR is not used or available, radar identification shall be established by at least one of
the following methods:
Derived from:
Reference:
a) by correlating a particular radar position indication with an aircraft reporting its position
over, or as bearing and distance from, a point displayed on the radar map, and by
ascertaining that the track of the particular radar position is consistent with the aircraft
path or reported heading;
Derived from:
Source Paragraph: 8.6.2.3.1.a
Reference:

Status: Approved
Page 27 of 58
Note(6): Caution must be exercised when employing this method since a position reported
in relation to a point may not coincide precisely with the radar position indication
of the aircraft on the radar map.
Derived from:
Source Paragraph: 8.6.2.3.1.a) Note 1.
Reference:
Note(7): The term "a point" refers to a geographical point suitable for the purposes of radar
identfication. It is normally a reporting point defined by reference to a radio
navigation aid or aids.
Derived from:
Source Paragraph: 8.6.2.3.1.a) Note 2.
Reference:
b) by correlating an observed radar position indication with an aircraft which is known to have
just departed, provided that the identification is established within 2 km (1 NM) from the
end of the runway used. Particular care should be taken to avoid confusion with aircraft
holding over or overflying the aerodrome, or with aircraft departing from or making a
missed approach over adjacent runways;
Derived from:
Reference:
c) by transfer of radar identification;

Derived from:
Reference:
d) by ascertaining the aircraft heading, if circumstances require, and following a period of

track observation:
Derived from:
Source Paragraph: 8.6.2.3.1.d)
Reference:
l instructing the pilot to execute one or more changes of heading of 30 degrees or

more and correlating the movements of one particular radar position indication with
the aircraft's acknowledged execution of the instructions given; or
Derived from:
Source Paragraph: 8.6.2.3.1.d) -
Reference:
l correlating the movements of a particular radar position indication with manoeuvres

currently executed by an aircraft having so reported.
Derived from:
Source Paragraph: 8.6.2.3.1.d) -
Reference:
When using these methods, the radar controller shall:

Derived from:
Source Paragraph: 8.6.2.3.1.d) letzter Satz

Status: Approved
Page 28 of 58
Reference:
i) verify that the movements of not more than one radar position indication correspond
with those of the aircraft; and
Derived from:
Source Paragraph: 8.6.2.3.1.d) i)
Reference:
ii) ensure that the manoeuvre(s) will not carry the aircraft outside the coverage of the
radar display.
Derived from:
Source Paragraph: 8.6.2.3.1.d) ii)
Reference:
Note(8): Caution must be exercised when employing these methods in areas where route
changes normally take place.
Derived from:
Source Paragraph: 8.6.2.3.1.d) Note 1
Reference:
6.5.4.2 Use may be made of direction-finding bearings to assist in radar identification of an aircraft.
This method, however, shall not be used as the sole means of establishing radar identification.
Derived from:
Reference:
6.5.4.3 When two or more radar position indications are observed in close proximity, or are observed
to be making similar movements at the same time, or when doubt exists as to the identity of a
radar position indication for any other reason, changes of heading should be prescribed or
repeated as many times as necessary, or additional methods of identification should be
employed, until all risk of error in identification is eliminated.
Derived from:
Reference:
6.5.5 Transfer of Radar Identification

-
6.5.5
6.5.5.1 Transfer of radar identification from one radar controller to another shall only be attempted
when it is considered that the aircraft is within the accepting controller's radar coverage.
Derived from:
Reference:
6.5.5.2 Transfer of radar identification shall be effected by one of the following methods:
Derived from:
Reference:
a) designation of the radar position indication by automated means, provided that only one
radar position indication is thereby indicated and there is no possible doubt of correct
identification;

Status: Approved
Page 29 of 58
Derived from:
Reference:
b) notification of the discrete code of the aircraft;

Derived from:
Reference:
c) notification that the aircraft is Mode S-equipped with an aircraft identification feature when
Mode S coverage is available;
Derived from:
Reference:
d) direct designation (pointing with the finger) of the radar position indication, if the two radar
displays are adjacent, or if a common "conference" type of radar display is used;
Derived from:
Reference:
Note(9): Attention must be given to any errors which might occur due to parallax effects.
Derived from:
Source Paragraph: 8.6.3.2.d) Note
Reference:
e) designation of the radar position indication by reference to, or in terms of bearing and
distance from, a geographical position or navigational facility accurately indicated on both
radar displays, together with the track of the observed radar position indication if the route
of the aircraft is not known to both controllers;
Derived from:
Reference:
Note(10): Caution must be exercised before establishing radar identification using this
method, particularly if other radar position indications are observed on similar
headings and in close proximity to the aircraft under radar control. Inherent radar
deficiencies, such as inaccuracies in bearing and distance of the radar position
indications displayed on individual radars and parallax errors, may cause the
indicated position of an aircraft in relation to the known point to differ between the
two radar displays.
Derived from:
Source Paragraph: 8.6.3.2.e) Note
Reference:
f) instruction to the aircraft by the transferring controller to change code and the observation
of the change by the accepting controller; or
Derived from:
Source Paragraph: 8.6.3.2.f)
Reference:
g) instruction to the aircraft by the transferring controller to squawk IDENT and observation
of this response by the accepting controller;

Status: Approved
Page 30 of 58
Derived from:
Source Paragraph: 8.6.3.2.g)
Reference:
Note(11): Use of procedures f) and g) requires prior coordination between the controllers,
since the indications to be observed by the accepting controller are of short
duration.
Derived from:
Source Paragraph: 8.6.3.2.g) Note
Reference:
6.5.6 Position Information

-
6.5.6
6.5.6.1 An aircraft provided with radar service shall be informed of its position in the following
circumstances:
Derived from:
Reference:
a) upon identification, except when the identification is established:

Derived from:
Reference:
i) based on the pilot's report of the aircraft position or within one nautical mile of the
runway upon departure and the observation is consistent with the aircraft's time of
departure; or
Derived from:
Source Paragraph: 8.6.4.1.a) i)
Reference:
ii) by use of assigned discrete SSR codes or Mode S and the location of the observed
radar position indication is consistent with the current flight plan of the aircraft; or
Derived from:
Source Paragraph: 8.6.4.1.a) ii)
Reference:
iii) by transfer of radar identification;

Derived from:
Source Paragraph: 8.6.4.1.a) iii)
Reference:
b) when the pilot requests this information;

Derived from:
Reference:
c) when a pilot's estimate differs significantly from the radar controller's estimate based on
radar observation;
Derived from:
Reference:

Status: Approved
Page 31 of 58
d) when the pilot is instructed to resume own navigation after radar vectoring if the current
instructions had diverted the aircraft from a previously assigned route;
Derived from:
Reference:
e) immediately before termination of radar service, if the aircraft is observed to deviate from
its intended route.
Derived from:
Reference:
6.5.6.2 Position information shall be passed to aircraft in one of the following forms:
Derived from:
Reference:
a) as a well-known geographical position;

Derived from:
Reference:
b) magnetic track and distance to a significant point, an en-route navigation aid, or an

approach aid;
Derived from:
Reference:
c) direction (using points of the compass) and distance from a known position;
Derived from:
Reference:
d) distance to touchdown, if the aircraft is on final approach; or

Derived from:
Reference:
e) distance and direction from the centre line of an ATS route.

Derived from:
Reference:
6.5.6.3 Whenever practicable, position information shall relate to positions or routes pertinent to the
navigation of the aircraft concerned and displayed on the radar map.
Derived from:
Reference:

Status: Approved
Page 32 of 58
6.5.6.4 When so informed, the pilot may omit position reports at compulsory reporting points or report
only over those reporting points specified by the air traffic services unit concerned, including
points at which air-reports are required for meteorological purposes. Pilots shall resume
position reporting when so instructed and when advised that radar service is terminated or that
radar identification is lost.
Derived from:
Reference:
6.5.7 Radar Vectoring

-
6.5.7
6.5.7.1 Radar vectoring shall be achieved by issuing to the pilot specific headings which will enable
the aircraft to maintain the desired track. When vectoring an aircraft, a radar controller shall
comply with the following:
Derived from:
Reference:
a) whenever practicable, the aircraft should be vectored along routes or tracks on which the
pilot can monitor the aircraft position with reference to pilot-interpreted navigation aids
(this will minimize the amount of radar navigational assistance required and alleviate the
consequences resulting from a radar failure);
Derived from:
Reference:
b) when an aircraft is given a vector diverting it from a previously assigned route, the pilot
shall be informed, unless it is self-evident, what the vector is to accomplish and, when
possible, the limit of the vector should be specified (e.g. to ... position, for ... approach);
Derived from:
Reference:
c) except when transfer of radar control is to be effected, aircraft shall not be vectored closer
than 4.6 km (2.5 NM), or, where a radar separation minimum greater than 9.3 km (5 NM)
is prescribed, a distance equivalent to one half of the prescribed separation minimum,
from the limit of the airspace for which the radar controller is responsible, unless local
arrangements have been made to ensure that separation will exist with radar-controlled
aircraft operating in adjoining areas;
Derived from:
Reference:
d) controlled flights shall not be vectored into uncontrolled airspace except in the case of
emergency or in order to circumnavigate adverse meteorological conditions (in which case
the pilot should be so informed), or at the specific request of the pilot; and
Derived from:
Reference:
e) when an aircraft has reported unreliable directional instruments, the pilot shall be
requested, prior to the issuance of manoeuvring instructions, to make all turns at an
agreed rate and to carry out the instructions immediately upon receipt.

Status: Approved
Page 33 of 58
Derived from:
Reference:
6.5.7.2 Military aircraft shall not be vectored across the Austrian state boundary; air traffic controllers
shall be aware that the border of their area of responsibility might not coincide with the Austrian
state border.
Derived from:
Source Paragraph:
Reference: Protokoll Fachausschuß vom 21.12.1998 (DN ATMM 50/05);
6.5.7.3 When vectoring an IFR flight and when giving an IFR flight a direct routing which takes the
aircraft off an ATS route, the radar controller shall issue clearances such that the prescribed
obstacle clearance will exist at all times until the aircraft reaches the point where the pilot will
resume own navigation. When necessary, the minimum radar vectoring altitude shall include
a correction for low temperature effect.
Derived from:
Reference:
Note(12): When an IFR flight is being vectored, the pilot may be unable to determine the
aircraft's exact position in respect to obstacles in this area and consequently the
altitude which provides the required obstacle clearance. Detailed obstacle
clearance criteria are contained in PANS-OPS (Doc 8168), Volume I, Part VI,
Chapter 3 (Altimeter Corrections) and Volume II, Part II, Departure Procedures,
Part III, 24.2.2.3 (Procedures based on tactical vectoring), and Part VI (Obstacle
Clearance Criteria for En-route).
Derived from:
Source Paragraph: 8.6.5.2. Note 1
Reference:
6.5.7.4 In terminating radar vectoring of an aircraft, the radar controller shall instruct the pilot to resume
own navigation, giving the pilot the aircraft's position and appropriate instructions, as
necessary, in the form prescribed in 6.5.6.2 b) , if the current instructions had diverted the
aircraft from a previously assigned route.
Derived from:
Reference:
6.5.8 Navigation Assistance

-
6.5.8
6.5.8.1 An identified aircraft observed to deviate significantly from its intended route or designated
holding pattern shall be advised accordingly. Appropriate action shall also be taken if, in the
opinion of the controller, such deviation is likely to affect the service being provided.
Derived from:
Reference:

Status: Approved
Page 34 of 58
6.5.9 Interruption or Termination of Radar Service
-
6.5.9
6.5.9.1 An aircraft which has been informed that it is provided with radar service shall be informed
immediately when, for any reason, radar service is interrupted or terminated.
Derived from:
Reference:
6.5.9.2 When the control of an aircraft is to be transferred from a radar controller to a non-radar
controller, the radar controller shall ensure that non-radar separation is established between
that aircraft and any other controlled aircraft before the transfer is effected.
Derived from:
Reference:

Status: Approved
Page 35 of 58
.6.6 - USE OF RADAR IN THE ATC SERVICE
6.6 Use of Radar in the ATC Service
-
6.6
6.6.1 Functions
-
6.6.1
6.6.1.1 The information presented on a radar display may be used to perform the following functions
in the provision of air traffic control service:
Derived from:
Reference:
a) provide radar services as necessary in order to improve airspace utilization, reduce

delays, provide for direct routings and more optimum flight profiles, as well as to enhance
safety;
Derived from:
Reference:
b) provide radar vectoring to departing aircraft for the purpose of facilitating an expeditious
and efficient departure flow and expediting climb to cruising level;
Derived from:
Reference:
c) provide radar vectoring to aircraft for the purpose of resolving potential conflicts;
Derived from:
Reference:
d) provide radar vectoring to arriving aircraft for the purpose of establishing an expeditious
and efficient approach sequence;
Derived from:
Reference:
e) provide radar vectoring to assist pilots in their navigation, e.g. to or from a radio navigation
aid, away from or around areas of adverse weather, etc.;
Derived from:
Reference:
f) provide separation and maintain normal traffic flow when an aircraft experiences
communication failure within the area of the radar coverage;
Derived from:
Reference:
g) maintain radar monitoring of air traffic;

Derived from:
Reference:

Status: Approved
Page 36 of 58
h) when applicable, maintain a watch on the progress of air traffic, in order to provide a non-
radar controller with:
Derived from:
Reference:
1) improved position information regarding aircraft under control;

Derived from:
Source Paragraph: 8.7.1.h) i)
Reference:
2) supplementary information regarding other traffic; and

Derived from:
Source Paragraph: 8.7.1.h) ii)
Reference:
3) information regarding any significant deviations by aircraft from the terms of their
respective air traffic control clearances, including their cleared routes as well as
levels, when appropriate.
Derived from:
Source Paragraph: 8.7.1.h) iii)
Reference:
6.6.1.2 Only fully licencensed air traffic controllers may use radar derived information for the purpose
of separation or for vectoring.
Derived from:
Source Paragraph:
Reference: DN ATMM 42/05 von ATE;
6.6.2 Coordination of Traffic under Radar and Non Radar Control

-
6.6.2
6.6.2.1 Appropriate arrangements shall be made in any air traffic control unit using radar to ensure the
coordination of traffic under radar control with traffic under non-radar control, and to ensure the
provision of adequate separation between the radar-controlled aircraft and all other controlled
aircraft. To this end, close liaison shall be maintained at all times between radar controllers and
non-radar controllers.
Derived from:
Reference:
6.6.3 Separation Application

-
6.6.3
Note(13): Factors which the radar controller must take into account in determining the
spacing to be applied in particular circumstances in order to ensure that the
separation minimum is not infringed include aircraft relative headings and speeds,
radar technical limitations, controller workload and any difficulties caused by
communication congestion. Guidance material on this subject is contained in the
Air Traffic Services Planning Manual (Doc 9426).
Derived from:
Reference:

Status: Approved
Page 37 of 58
6.6.3.1 Radar separation based on the use of RPS and/or PSR blips shall be applied so that the
distance between the centres of the RPS's and/or PSR blips, representing the positions of the
aircraft concerned, is never less than a prescribed minimum.
Derived from:
Reference:
6.6.3.2 Radar separation based on the use of PSR blips and SSR responses shall be applied so that
the distance between the centre of the PSR blip and the centre of the SSR response is never
less than a prescribed minimum.
Derived from:
6.6.3.3 Radar separation based on the use of SSR responses shall be applied so that the distance
between the closest centres of the SSR responses is never less than a prescribed minimum.
Derived from:
6.6.3.4 In no circumstances shall the edges of the radar position indications touch or overlap unless
vertical separation is applied between the aircraft concerned, irrespective of the type of radar
position indication displayed and radar separation minimum applied.
Derived from:
Reference:
6.6.3.5 Radar separation shall not be applied between aircraft holding over the same holding fix.
Derived from:
Reference:
6.6.3.6 Application of radar separation between holding aircraft and other flights shall be subject to
requirements and procedures authorized by ACG/HQ and prescribed in local instructions.
Derived from:
Reference:
6.6.3.7 Except when transfer of radar control is to be effected, non-radar separation shall be
established by a radar controller before an aircraft under radar control reaches the limits of the
controller's area of responsibility, or before the aircraft leaves the area of radar coverage.
Derived from:
Reference:
6.6.3.8 Except as provided in 4.5.1.9 , 4.5.1.10 and 4.5.1.11 , radar separation shall only be applied
between identified aircraft when there is reasonable assurance that identification will be
maintained.
Derived from:

Status: Approved
Page 38 of 58
Reference: ICAO DOC 4444 8.7.3.7; ICAO DOC 4444 8.7.3.8; ICAO DOC 4444 8.8.3.2;
6.6.3.9 In the event that the radar controller has been notified of a controlled flight entering or about to
enter the airspace within which radar separation is applied, but has not radar identified the
aircraft, the controller may continue to provide radar service to identified aircraft provided that:
Derived from:
Reference:
a) reasonable assurance exists that the unidentified controlled flight will be identified using
SSR or the flight is being operated by an aircraft of a type which may be expected to give
an adequate return on primary radar in the airspace within which radar separation is
applied; and
Derived from:
Reference:
b) radar separation is maintained between the radar-controlled flights and any other
observed radar position until either the unidentified controlled flight has been identified or
non-radar separation has been established.
Derived from:
Reference:
6.6.3.10 Radar separation may be applied between an aircraft taking off and a preceding departing
aircraft or other radar-controlled traffic provided there is reasonable assurance that the
departing aircraft will be identified within 2 km (1 NM) from the end of the runway, and that, at
the time, the required separation will exist.
Derived from:
Reference:

elsewhere.
Derived from:
Reference:

-
6.6.4
6.6.4.1 Unless otherwise authorized by ACG/HQ and prescribed in local instructions the horizontal
radar separation minimum shall be 9.3 km (5.0 NM).
Derived from:
Reference: ICAO DOC 4444 8.7.4.2; ICAO DOC 4444 8.7.4.3; ICAO DOC 4444 8.7.4.4; ICAO DOC 4444 Chapter 6;

Status: Approved
Page 39 of 58
6.6.4.2 The radar separation minimum may, if so authorized by ACG/HQ and prescribed in local
instructions, be reduced, but not below:
Derived from:
Reference: ICAO DOC 4444, 8.7.4.1;
a) 5.6 km (3.0 NM) when radar capabilities at a given location so permit; and
Derived from:
Reference:
b) 4.6 km (2.5 NM) between succeeding aircraft which are established on the same final
approach track within 18.5 km (10 NM) of the runway end. A reduced separation minimum
of 4.6 km (2.5 NM) may be applied, provided:
Derived from:
Reference:
i) the average runway occupancy time of landing aircraft is proven, by means such as
data collection and statistical analysis and methods based on a theoretical model,
not to exceed 50 seconds;
Derived from:
Source Paragraph: 8.7.4.2 b) i)
Reference:
ii) braking action is reported as good and runway occupancy times are not adversely
affected by runway contaminants such as slush, snow or ice;
Derived from:
Source Paragraph: 8.7.4.2 b) ii)
Reference:
iii) a radar system with appropriate azimuth and range resolution and an update rate of
5 seconds or less is used in combination with suitable radar displays; and
Derived from:
Source Paragraph: 8.7.4.2 b) iii)
Reference:
iv) the aerodrome controller is able to observe, visually or by means of surface

movement radar (SMR) or a surface movement guidance and control system
(SMGCS), the runway-in-use and associated exit and entry taxiways;
Derived from:
Source Paragraph: 8.7.4.2 b) iv)
Reference:
v) wake turbulence radar separation minima do not apply;

Derived from:
Source Paragraph: 8.7.4.2 b) v)
vi) aircraft approach speeds are closely monitored by the controller and when necessary
adjusted so as to ensure that separation is not reduced below the minimum;

Status: Approved
Page 40 of 58
Derived from:
Source Paragraph: 8.7.4.2 b) vi)
Reference:
vii) aircraft operators and pilots have been made fully aware of the need to exit the
runway in an expeditious manner whenever the reduced separation minimum on
final approach is applied; and
Derived from:
Source Paragraph: 8.7.4.2 b) vii)
Reference:
viii) procedures concerning the application of the reduced minimum are published in
AIPs.
Derived from:
Source Paragraph: 8.7.4.2 b) viii)
Reference:
6.6.4.3 The radar separation minimum or minima to be applied shall be prescribed by ACG/HQ
according to the capability of the particular radar system or sensor to accurately identify the
aircraft position in relation to the centre of an RPS, PSR blip or SSR response and taking into
account factors which may affect the accuracy of the radar-derived information, such as aircraft
range from the radar site.
Derived from:
Reference:
Derived from:
Aircraft category

minima
Derived from:
Reference:

Derived from:

Status: Approved
Page 41 of 58
300 m (1 000 ft) below; or
Derived from:
Reference:
or
Derived from:
Reference:
(1000ft) below.
Derived from:
Reference:
Derived from:
Source Paragraph:
Source Paragraph:
Reference:
Source Paragraph:
Reference:
15 NM.
Source Paragraph:
Reference:

Status: Approved
Page 42 of 58
-
6.6.5
6.6.5.1 Where transfer of control is to be effected using radar data, the control information pertinent to
the transfer shall include information regarding the position and, if required, the track and speed
of the aircraft, as observed by radar immediately prior to the transfer.
Derived from:
Reference:
Derived from:
Reference:
that:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
all times;
Derived from:
Reference:
Derived from:

Status: Approved
Page 43 of 58
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
instantaneously;
Derived from:
Reference:
Derived from:
Reference:

Status: Approved
Page 44 of 58
Derived from:
Reference:
controller.
Derived from:
Reference:
Derived from:
and
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
radar transfer.
Derived from:
Reference:
6.6.6 Speed Control

-
6.6.6
6.6.6.1 Subject to conditions specified in 10.6 , a radar controller may, in order to facilitate radar control
or to reduce the need for radar vectoring, request aircraft under radar control to adjust their
speed in a specified manner.
Derived from:

Status: Approved
Page 45 of 58
Reference:
6.6.7 Emergencies
-
6.6.7
6.6.7.1 In the event of an aircraft in, or appearing to be in, any form of emergency, every assistance
shall be provided by the radar controller, and the procedures prescribed herein may be varied
according to the situation.
Derived from:
Reference:
6.6.7.2 The progress of an aircraft in emergency shall be monitored and (whenever possible) plotted
on the radar display until the aircraft passes out of radar coverage, and position information
shall be provided to all air traffic services units which may be able to give assistance to the
aircraft. Radar transfer to adjacent radar sectors shall also be effected when appropriate.
Derived from:
Reference:
Note(14): If the pilot of an aircraft encountering a state of emergency has previously been
directed by ATC to operate the transponder on a specific code, that code will
normally be maintained unless, in special circumstances, the pilot has decided or
has been advised otherwise. Where ATC has not requested a code to be set, the
pilot will set the transponder to Mode A Code 7700.
Derived from:
Reference:
6.6.7.3 To indicate that it is in a state of emergency, an aircraft equipped with an appropriate data link
capability and/or an SSR transponder might operate the equipment as follows:
Derived from:
Reference:
a) on Mode A, Code 7700; or

Derived from:
Reference:
b) on Mode A, Code 7500, to indicate specifically that it is being subjected to unlawful

interference; or
Derived from:
Reference:
c) activate the appropriate emergency and/or urgency capability of ADS; or

Derived from:
Reference:
d) transmit the appropriate emergency message via CPDLC.


Status: Approved
Page 46 of 58
Derived from:
Reference:
6.6.8 Collision Hazard Information Based on Radar

-
6.6.8
6.6.8.1 When an identified flight is observed to be on a conflicting path with another traffic deemed to
constitute a collision hazard, the pilot of the identified flight shall:
Derived from:
Reference:
a) be informed of the traffic and, if the pilot requests, or if in the opinion of the person providing
air traffic services to this identified flight the situation warrants, a course of avoiding action
shall be suggested; and
Derived from:
Reference:
b) be notified when the conflict no longer exists.

Derived from:
Reference:
6.6.8.2 When an identified IFR flight operating outside controlled airspace is observed to be on a
conflicting path with another traffic, the pilot shall:
Derived from:
Reference:
a) be informed as to the need for collision avoidance action to be initiated, and if so requested
by the pilot or if, in the opinion of the radar controller, the situation warrants, a course of
avoiding action shall be suggested; and
Derived from:
Reference:

Derived from:
Reference:
6.6.8.3 Information regarding traffic on a conflicting path should be given, whenever practicable, in the
following form:
Derived from:
Reference:
a) relative bearing of the conflicting traffic in terms of the 12-hour clock;

Derived from:

Status: Approved
Page 47 of 58
Reference:
b) distance from the conflicting traffic in kilometres (nautical miles);

Derived from:
Reference:
c) direction in which the conflicting traffic appears to be proceeding;

Derived from:
Reference:
d) level and type of aircraft or, if unknown, relative speed of the conflicting traffic, e.g. slow
or fast.
Derived from:
Reference:
6.6.8.4 SSR Mode C-derived level information, even when unverified, should be used in the provision
of collision hazard information because such information, particularly if available from an
otherwise unknown aircraft (e.g. a VFR flight) and given to the pilot of a known aircraft, could
facilitate the location of a collision hazard.
Derived from:
Reference:
6.6.8.5 When the Mode C-derived level information has been verified, the information shall be passed
to pilots in a clear and unambiguous manner. If the level information has not been verified, the
accuracy of the information should be considered uncertain and the pilot shall be informed
accordingly.
Derived from:
Reference:
Note(15): Procedures for the issuance of traffic information based on other sources than
radar are prescribed in 10.10 .
Derived from:
Source Paragraph:
Reference:
6.6.9 Aircraft Radio Transmitter Failure

-
6.6.9
6.6.9.1 If two-way communication is lost with an aircraft, the radar controller should determine whether
or not the aircraft's receiver is functioning by instructing the aircraft on the frequency so far used
to acknowledge by making a specified manoeuvre and by observing the aircraft's track, or by
instructing the aircraft to operate IDENT or to make code changes.
Derived from:
Reference:

Status: Approved
Page 48 of 58
Note(16): Transponder-equipped aircraft experiencing radio-communication failure will

operate the transponder on Mode A Code 7600.
Derived from:
Source Paragraph: 8.8.3.1.1.Note
Reference:
6.6.9.2 If the action prescribed in 6.6.9.1 is unsuccessful, it shall be repeated on any other available
frequency on which it is believed that the aircraft might be listening.
Derived from:
Reference:
6.6.9.3 In both the cases covered by 6.6.9.1 and 6.6.9.2 , any manoeuvring instructions shall be such
that the aircraft would regain its current cleared track after having complied with the instructions
received.
Derived from:
Reference:
6.6.9.4 Where it has been established by the action in 6.6.9.1 that the aircraft's radio receiver is
functioning, continued control of transponder-equipped aircraft where SSR is available can be
effected using code changes or IDENT transmissions to obtain acknowledgement of
clearances issued to the aircraft.
Derived from:
Reference:
6.6.10 Complete Aircraft Communication Failure

-
6.6.10
elsewhere.
Derived from:
Reference:
6.6.11 Aircraft Transponder Failure

-
6.6.11
6.6.11.1 When an aircraft experiencing transponder failure after departure is operating or expected to
operate in an area where the carriage of a functioning transponder with specified capabilities
is mandatory, the ATC units concerned should endeavour to provide for continuation of the
flight to the aerodrome of first intended landing in accordance with the flight plan. However, in
certain traffic situations, either in terminal areas or en-route, continuation of the flight may not
be possible, particularly when failure is detected shortly after take-off. The aircraft may then be
required to return to the departure aerodrome or to land at the nearest suitable aerodrome
acceptable to the operator concerned and to ATC.

Status: Approved
Page 49 of 58
Derived from:
Reference:
6.6.11.2 In case of a transponder failure which is detected before departure from an aerodrome where
it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed, as
directly as possible, to the nearest suitable aerodrome where repair can be made. When
granting clearance to such aircraft, ATS should take into consideration the existing or
anticipated traffic situation and may have to modify the time of departure, flight level or route
of the intended flight. Subsequent adjustments may become necessary during the course of
the flight.
Derived from:
Reference:
6.6.12 Radar Equipment Failure

-
6.6.12
Derived from:
Reference:
6.6.12.2 In the event of complete failure of the radar equipment except for air-ground communications,
the radar controller shall:
Derived from:
Reference:
a) plot the positions of all aircraft already identified and, in conjunction with the non-radar
controller when applicable, take the necessary action to establish non-radar separation
between the aircraft;
Derived from:
Reference:
and when relevant:

Derived from:
Source Paragraph: 8.8.4.1 Abs. zwischen a) und b)
Reference:
b) request the appropriate non-radar controller to assume control of the traffic affected;
Derived from:
Reference:
c) instruct aircraft to communicate with the appropriate non-radar controller for further
instructions.
Derived from:

Status: Approved
Page 50 of 58
Reference:
6.6.12.3 As an emergency measure, use of flight levels spaced by half the applicable vertical separation
minimum may be resorted to temporarily if standard non-radar separation cannot be provided
immediately (emergency separation, see 4.9.2 for details).
Derived from:
Reference:
6.6.12.4 Except when there is assurance that the complete radar equipment failure will be of a very
limited duration, steps should be taken to limit the number of aircraft permitted to enter the area
to that which can be safely handled without the use of radar.
Derived from:
Reference:
6.6.13 Ground Radio Failure

-
6.6.13
6.6.13.1 In the event of complete failure of the ground radio equipment used for radar control, the radar
controller shall, unless able to continue to provide the radar service by means of other available
communication channels:
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 8.8.5.1 ICAO DOC 4444 8.8.5.2;
a) without delay inform all adjacent control positions or ATC units, as applicable, of the
failure;
Derived from:
Reference:
b) appraise such positions or units of the current traffic situation;

Derived from:
Reference:
c) request their assistance, in respect of aircraft which may establish communications with
those positions or units, in establishing radar or non-radar separation between and
maintaining control of such aircraft; and
Derived from:
Reference:
d) instruct adjacent control positions or ATC units to hold or reroute all controlled flights
outside the area of responsibility of the position or ATC unit that has experienced the
failure until such time that the provision of normal services can be resumed.
Derived from:
Reference:
6.6.13.2 In order to reduce the impact of complete ground radio equipment failure on the safety of air
traffic, the appropriate local unit management shall establish contingency procedures to be

Status: Approved
Page 51 of 58
followed by control positions and ATC units in the event of such failures. Where feasible and
practicable, such contingency procedures shall provide for the delegation of control to an
adjacent control position or ATC unit in order to permit a minimum level of services to be
provided as soon as possible, following the ground radio failure and until normal operations
can be resumed. The procedures shall be prescribed in the respective local manual and shall
be subject to approval by ACG /HQ.
Derived from:
Reference:

Status: Approved
Page 52 of 58
.6.7 - USE OF RADAR IN THE APP SERVICE
6.7 Use of Radar in the APP Service
-
6.7
6.7.1 General Provisions
-
6.7.1
6.7.1.1 Radar systems used in the provision of approach control service shall be appropriate to the
functions and level of service to be provided.
Derived from:
Reference:
6.7.2 Functions
-
6.7.2
6.7.2.1 The information presented on a radar display may be used to perform the following additional
functions in the provision of approach control service:
Derived from:
Reference:
a) provide radar vectoring of arriving traffic on to pilot-interpreted final approach aids;

Derived from:
Reference:
b) provide radar monitoring of parallel ILS approaches and instruct aircraft to take
appropriate action in the event of possible or actual penetrations of the no transgression
zone (NTZ);
Derived from:
Reference:
c) provide radar vectoring of arriving traffic to a point from which a visual approach can be
completed;
Derived from:
Reference:
d) provide radar vectoring of arriving traffic to a point from which a precision radar approach
or a surveillance radar approach can be made;
Derived from:
Reference:
e) provide radar monitoring of other pilot-interpreted approaches;

Derived from:
Reference:
f) in accordance with prescribed procedures, conduct:

Derived from:

Status: Approved
Page 53 of 58
Reference:
i) surveillance radar approaches;

Derived from:
Source Paragraph: 8.9.2.f) i)
Reference:
ii) precision radar (PAR) approaches; and

Derived from:
Source Paragraph: 8.9.2.f) ii)
Reference:
g) provide radar separation between:

Derived from:
Reference:
i) succeeding departing aircraft;

Derived from:
Source Paragraph: 8.9.2.g) i)
Reference:
ii) succeeding arriving aircraft; and

Derived from:
Source Paragraph: 8.9.2.g) ii)
Reference:
iii) a departing aircraft and a succeeding arriving aircraft.

Derived from:
Source Paragraph: 8.9.2.g) iii)
Reference:
6.7.3 Approach Radar Procedures

-
6.7.3
6.7.3.1 The approach radar procedures applicable at a specific ATM unit shall be based on ICAO DOC
4444 and ICAO DOC 7030 and shall be prescribed in the respective local manual.
Derived from:
Source Paragraph:
Reference:
6.7.3.2 The prescribed procedures shall be in accordance with national law and with the general
regulations of this manual and shall cover at least:
Derived from:
Source Paragraph:
Reference:
a) all radar functions provided by the respective unit;

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 54 of 58
b) all applicable minima;

Derived from:
Source Paragraph:
Reference:
c) all radar procedures to be applicable at the respective unit;

Derived from:
Source Paragraph:
Reference:
d) procedures for transfer of control and communications as relevant;

Derived from:
Source Paragraph:
Reference:
e) coordination procedures and commitments as relevant;

Derived from:
Source Paragraph:
Reference:
f) additional data for the provision of radar services as relevant;

Derived from:
Source Paragraph:
Reference:
g) responsibilities and limitations in regard to the provision of radar services for each working
position;
Derived from:
Source Paragraph:
Reference:
6.7.3.3 The radar procedures to be prescribed in the local manuals, especially deviations from ICAO
standards, shall be subject to prior approval by ACG/HQ.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 55 of 58
.6.8 - USE OF RADAR IN THE AERODROME CONTROL SERVICE
6.8 Use of Radar in the Aerodrome Control Service
-
6.8
6.8.1 Functions
-
6.8.1
6.8.1.1 When authorized by ACG/HQ and subject to conditions prescribed in the respective local
manual, surveillance radar may be used in the provision of aerodrome control service to
perform the following functions:
Derived from:
Reference:
a) radar monitoring of aircraft on final approach;

Derived from:
Reference:
b) radar monitoring of other aircraft in the vicinity of the aerodrome;

Derived from:
Reference:
c) establishing radar separation between succeeding departing aircraft; and

Derived from:
Reference:
d) providing navigation assistance to VFR flights.

Derived from:
Reference:
6.8.1.2 Functions and procedures in regard to the use of surface movement radar equipment shall be
subject to approval by ACG/HQ and prescribed in the relevant local manual(s).
Derived from:
Source Paragraph:
Reference:
6.8.2 Aerodrome Radar Procedures

-
6.8.2
6.8.2.1 The aerodrome radar procedures applicable at a specific ATM unit shall be based on ICAO
DOC 4444 and ICAO DOC 7030 and shall be prescribed in the respective local manual.
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:

Status: Approved
Page 56 of 58
Reference:
a) all radar functions provided by the respective unit;

Derived from:
Source Paragraph:
Reference:
b) all applicable minima;

Derived from:
Source Paragraph:
Reference:
c) all radar procedures to be applicable at the respective unit;

Derived from:
Source Paragraph:
Reference:
d) procedures for transfer of control and communications as relevant;

Derived from:
Source Paragraph:
Reference:
e) coordination procedures and commitments as relevant;

Derived from:
Source Paragraph:
Reference:
f) additional data for the provision of radar services as relevant;

Derived from:
Source Paragraph:
Reference:
g) responsibilities and limitations in regard to the provision of radar services for each working
position;
Derived from:
Source Paragraph:
Reference:
6.8.2.3 In prescribing conditions and procedures for the use of radar in the provision of aerodrome
control service, the appropriate local unit management shall ensure that the availability and
use of radar information will not be detrimental to visual observation of aerodrome traffic.
Derived from:
Reference:
Note(17): Control of aerodrome traffic is in the main based on visual observation of the
manoeuvring area and the vicinity of the aerodrome by the aerodrome controller.
Derived from:
Reference:

Status: Approved
Page 57 of 58
6.8.2.4 The radar procedures to be prescribed in the local manuals, especially deviations from ICAO
standards, shall be subject to prior approval by ACG/HQ.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 58 of 58
.-
7 - Wake Turbulence and Jet Blast

Hazards

Status: Approved
Valid: 2006-11-23 - ufn Chapter7 - Wake Turbulence and Jet Blast Hazards
Page 1 of 20
.7.1 - GENERAL
7.1 General
-
7.1
7.1.1 Abbreviations
-
7.1.1
7.1.1.1 ATC
Derived from:
7.1.1.2 FATO
final approach and take-off area (ICAO)
Derived from:
Reference:
7.1.1.3 IFR
Derived from:
7.1.1.4 PIC
pilot-in-command (ICAO)
Derived from:
Reference:
7.1.1.5 VFR
Derived from:
7.1.2 Definitions
-
7.1.2
(ICAO).
Derived from:

(ICAO).

Status: Approved
Page 2 of 20
.7.1 - GENERAL
Derived from:

tower (ICAO).
Derived from:

Derived from:
Reference:
7.1.2.5 configuration (aeroplane)

A particular combination of the positions of the moveable elements such as wing flaps, landing
gear, etc., which affect the aerodynamic characteristics of the aeroplane (ICAO).
Derived from:

Derived from:
Reference:
7.1.2.7 essential traffic

Essential traffic is that controlled traffic to which the provision of separation by ATC is
from other controlled traffic by the appropriate separation minimum. (ICAO)
Derived from:
Reference:
7.1.2.8 filed flight plan (FPL)

The flight plan as filed with an ATS unit by the pilot or a designated representative, without any
subsequent changes (ICAO).
Derived from:
7.1.2.9 final approach and take-off area (FATO)

Status: Approved
Page 3 of 20
.7.1 - GENERAL
A defined area over which the final phase of the approach manoeuvre to hover or landing is
completed and from which the take-off manoeuvre is commenced. Where the FATO ist to be
used by performance Class 1 helicopters, the defined area includes the rejected take-off area
available (ICAO).
Derived from:
Reference: ICAO Annex 6 Volume 3; ICAO Annex 3; ICAO Annex 4; ICAO Annex 8; ICAO Annex 14 Volume 2; ICAO DOC
8168;

Derived from:
Reference:
7.1.2.11 longitudinal separation

Separation between aircraft expressed in units of time or distance along track (ICAO).
Derived from:
7.1.2.12 manoeuvring area

That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding
aprons (ICAO).
Derived from:
7.1.2.13 maximum certificated take-off mass

The maximum permissible take-off mass of the aircraft according to the certificate of
airworthiness, the flight manual or other official document (ICAO).
Derived from:
Reference: ATREPF-Form H;
7.1.2.14 missed approach point (MAPt)

That point in an instrument approach procedure at or before which the prescribed missed
approach procedure must be initiated in order to ensure that the minimum obstacle clearance
is not infringed (ICAO).

Status: Approved
Page 4 of 20
.7.1 - GENERAL
Derived from:
7.1.2.15 missed approach procedure

The procedure to be followed if the approach cannot be continued (ICAO).
Derived from:
7.1.2.16 pilot-in-command (PIC)

The pilot designated by the operator, or in the case of general aviation, the owner, as being in
command and charged with the safe conduct of a flight (ICAO).
Derived from:
ICAO DOC 4444;
7.1.2.17 pilot in command

In regard to civil aviation, the pilot-in-command is the pilot being in command of the aircraft
(LFG).
Derived from:
Reference:

the person responsible for safety and operation of the aircraft during the operation; in cases of
doubt, the person actually operating the aircraft shall be considered pilot in command (LVR).
Derived from:
Reference:

Derived from:
7.1.2.20 take-off and initial climb phase

That part of the flight from the start or take-off to 300 m (1 000 ft) above the elevation of the
FATO, if the flight is planned to exceed this heigt, or to the end of the climb in the other
cases. (ICAO).
Derived from:

Derived from:

Status: Approved
Page 5 of 20
.7.1 - GENERAL
7.1.2.22 wide-body aircraft; wide-body aeroplane

(...) a large transport aircraft with internal cabin width sufficient for normal passenger seating
to be divided into three axial groups by two aisles (in practice this means not less than
4.72 metres (15.6 feet)) (ICAO).
Derived from:
Source Paragraph: W19

-
7.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
7.1.4 References
-
7.1.4
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 14 to the Convention on International Civil Aviation - Aerodromes, Volume

1 - Aerodrome Design and Operations
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 6 of 20
.7.2 - JET BLAST AND PROPELLER SLIP STREAM
7.2 Jet Blast and Propeller Slip Stream
-
7.2
7.2.1 Procedures and Regulations
-
7.2.1
7.2.1.1 In issuing clearances or instructions, air traffic controllers should take into account the hazards
caused by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking off or landing,
particularly when intersecting runways are being used, and to vehicles and personnel operating
on the aerodrome.
Derived from:
Reference:
Note(1): Jet blast and propeller slipstream can produce localized wind velocities of
sufficient strength to cause damage to other aircraft, vehicles and personnel
operating within the affected area.
Derived from:
Source Paragraph: 7.3.1.5.2. Note
Reference:
7.2.1.2 ATC units shall not approve a rolling take-off by a heavy aircraft if its jet engine blast may be
hazardous to a following aircraft or vehicle, or to ground fixtures.
Derived from:
Source Paragraph:
Reference: ICAO Doc 9426 Part 2 Section 5 Chapter 3 Figure 8;
7.2.1.3 The jet blast effects caused by a moving aeroplane on other aeroplanes receiving the anti-icing
treatment or taxiing behind will have to be taken into account to prevent degradation of the
treatment.
Source: ICAO Annex 14 Volume 1
Derived from:
Reference:
7.2.1.4 When issuing clearances for multiple line-ups, the effects of jet blast and propeller slip stream
shall be taken into account.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 7 of 20
.7.3 - WAKE TURBULENCE
7.3 Wake Turbulence
-
7.3
7.3.1 Categorization
-
7.3.1
7.3.1.1 Wake turbulence separation minima shall be based on a grouping of aircraft types into three
categories according to the maximum certificated take-off mass as follows:
Derived from:
Reference:
a) HEAVY (H) - all aircraft types of 136 000 kg or more;

Derived from:
Reference:
b) MEDIUM (M) - aircraft types less than 136 000 kg but more than 7000 kg; and
Derived from:
Reference:
c) LIGHT (L) - aircraft types of 7 000 kg or less.

Derived from:
Reference:
Derived from:
Source Paragraph:
Note(2): The term "wake turbulence" is used in this context to describe the effect of the
rotating air masses generated behind the wing tips of large jet aircraft, in
preference to the term "wake vortex" which describes the nature of the air masses.
Detailed characteristics of wake vortices and their effect on aircraft are contained
in the Air Traffic Services Planning Manual (Doc 9426), Part II, Section 5.
Derived from:
Source Paragraph: 4.9 Note
Reference:
7.3.2 Non-Radar Separation Minima

-
7.3.2
Derived from:
Source Paragraph:

Status: Approved
Page 8 of 20
7.3.2.2 Except as provided for in 7.3.4.3 , the following non-radar separation minima shall be applied:
Derived from:
Reference:
The following minima shall be applied to aircraft landing behind a HEAVY or a MEDIUM
aircraft:
Derived from:
Reference:
a) MEDIUM aircraft behind HEAVY aircraft - 2 minutes;

Derived from:
Reference:
b) LIGHT aircraft behind a HEAVY or MEDIUM aircraft - 3 minutes.

Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
7.3.2.3 A minimum separation of 2 minutes shall be applied between a LIGHT or MEDIUM aircraft
taking off behind a HEAVY aircraft or a LIGHT aircraft taking off behind a MEDIUM aircraft when
the aircraft are using:
Derived from:
Reference:
a) the same runway;

Derived from:
Source Paragraph: 5.8.3.1.a).
Reference:
b) parallel runways separated by less than 760 m (2 500 ft);

Derived from:
Reference:
c) crossing runways if the projected flight path of the second aircraft will cross the projected
flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below;
Derived from:
Reference:

Status: Approved
Page 9 of 20
d) parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the
second aircraft will cross the projected flight path of the first aircraft at the same altitude
or less than 300 m (1 000 ft) below.
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
Fig. 7-1 wake turb. - 2 min. separation for following aircraft
Derived from:
Source Paragraph: Figure 5-39
Reference:
Fig. 7-2 wake turb. - 2 min. separation for crossing aircraft
Derived from:

Status: Approved
Page 10 of 20
Reference:
7.3.2.4 A separation minimum of 3 minutes shall be applied between a LIGHT or MEDIUM aircraft
when taking off behind a HEAVY aircraft or a LIGHT aircraft when taking off behind a MEDIUM
aircraft from:
Derived from:
Reference:
a) an intermediate part of the same runway; or

Derived from:
Reference:
b) an intermediate part of parallel runway separated by less than 760 m (2 500 ft).
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
Fig. 7-3 wake turb. - 3 min. separation for following aircraft
Derived from:
Reference:
a HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft when operating on a
runway with a displaced landing threshold when:
Derived from:

Status: Approved
Page 11 of 20
Reference:
a) a departing LIGHT or MEDIUM aircraft follows a HEAVY aircraft arrival and a departing
LIGHT aircraft follows a MEDIUM aircraft arrival; or
Derived from:
Reference:
b) an arriving LIGHT or MEDIUM aircraft follows a HEAVY aircraft departure and an arriving
LIGHT aircraft follows a MEDIUM aircraft departure if the projected flight paths are
expected to cross.
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:
a HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft when the heavier
aircraft is making a low or missed approach and the lighter aircraft is:
Derived from:
Reference:
a) utilizing an opposite-direction runway for take-off; or

Derived from:
Reference:
b) landing on the same runway in the opposite direction, or on a parallel opposite-direction

runway separated by less than 760 m (2500 ft).
Derived from:
Reference:
HEAVY aircraft.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 12 of 20
Fig. 7-4 wake turb. - 2 min. separation for opposite direction take-off
Derived from:
Reference:
Fig. 7-5 wake turb. - 2 min. separation for opposite direction landing
Derived from:
Reference:

Status: Approved
Page 13 of 20
-
7.3.3
Derived from:
Source Paragraph:
Derived from:
Aircraft category

minima
Derived from:
Reference:

Derived from:
300 m (1 000 ft) below; or
Derived from:
Reference:
or
Derived from:
Reference:
(1000ft) below.

Status: Approved
Page 14 of 20
Derived from:
Reference:
Fig. 7-6 wake turb. - crossing behind
Derived from:
Source Paragraph: Figure 8-1B
Reference:
Fig. 7-7 wake turb. - operating directly behind
Derived from:

Status: Approved
Page 15 of 20
Source Paragraph: Figure 8-1A
Reference:
Source Paragraph:
Reference:
Source Paragraph:
Reference:
15 NM.
Source Paragraph:
Reference:
7.3.4 Application of Wake Turbulence Separation

-
7.3.4
7.3.4.1 Wake turbulence separation minima are intended to greatly reduce the potential hazards of
wake turbulence. However, when the separation minima normally applied to instrument flight
rules (IFR) flights are greater than those for wake turbulence, no special measures need to be
taken by air traffic control (ATC) since the IFR minima apply.
Derived from:
Source Paragraph: Part II Section 5 3.2.1.1
Reference:
7.3.4.2 In establishing the approach sequence, the need for increased longitudinal spacing between
arriving aircraft due to wake turbulence shall be taken into account.
Derived from:
Reference:
7.3.4.3 The ATC unit concerned shall not be required to apply wake turbulence separation:
Derived from:
Reference:
a) for arriving VFR flights landing on the same runway as a preceding landing HEAVY or
MEDIUM aircraft when the pilot of the VFR flight has reported the preceding aircraft in
sight; and
Derived from:
Reference:

Status: Approved
Page 16 of 20
b) where such procedure is permitted, between arriving IFR flights executing visual approach
when the aircraft has reported the preceding aircraft in sight and has been instructed to
follow and maintain own separation from that aircraft.
Derived from:
Reference:
Note(3): The provision of vertical or horizontal separation is not applicable to a flight while
it is cleared to maintain its own separation and remain in visual
meteorological conditions (VMC). Any flight so cleared has therefore to ensure
that, for the duration of the clearance, it is not operated in such proximity to other
flights as to create a collision hazard and so as not to incur the hazards resulting
from wake vortices.
Derived from:
Source Paragraph: Part II Section 5 3.3.5
Reference:
7.3.4.4 The ATC unit shall, in respect of the flights specified in 7.3.4.3 , as well as when otherwise
deemed necessary, issue a caution of possible wake turbulence. The pilot-in-command of the
aircraft concerned shall be responsible for ensuring that the spacing from a preceding aircraft
of a heavier wake turbulence category is acceptable. If it is determined that additional spacing
is required, the flight crew shall inform the ATC unit accordingly, stating their requirements.
Derived from:
Reference:
7.3.4.5 Aerodrome controllers shall, when applicable, apply the wake turbulence separation minima
specified in 7.3.2 . Whenever the responsibility for wake turbulence avoidance rests with the
pilot-in-command, aerodrome controllers shall, to the extent practicable, advise aircraft of the
expected occurrence of hazards caused by turbulent wake.
Derived from:
Reference:
Note(4): Occurrence of turbulent wake hazards cannot be accurately predicted and

aerodrome controllers cannot assume responsibility for the issuance of advice on
such hazards at all times, nor for its accuracy. Information on hazards due to wake
vortices is contained in the Air Traffic Services Planning Manual (Doc 9426), Part
II, Section 5. Wake turbulence categories of aircraft are specified in 7.3.1 .
Derived from:
Reference:
7.3.5 Wake Turbulence Cautionaries

-
7.3.5
7.3.5.1 7.3.5.1 Fig. 7-8 gives examples of cases where aerodrome controllers should advise aircraft
of the potential existence of wake turbulence.
Derived from:
Reference:

Status: Approved
Page 17 of 20
Fig. 7-8 wake turb. - examples for cautionaries
Derived from:
Source Paragraph: Part II Section 5 Figure 8
Reference:
7.3.6 Regulations in Regard to Helicopters

-
7.3.6
7.3.6.1 Helicopters should be kept well clear of light aircraft when hovering or while air taxiing.
Derived from:
Reference:

Status: Approved
Page 18 of 20
Note(5): Helicopters produce vortices when in flight and there is some evidence that, per
kilogramme of gross mass, their vortices are more intense than those of fixed-
wing aircraft.
Derived from:
Source Paragraph: 4.9.1.2 Note 1
Reference:
7.3.6.2 Instructions which require small aircraft or helicopters to taxi in close proximity to taxiing
helicopters should be avoided and consideration should be given to the effect of turbulence
from taxiing helicopters on arriving and departing light aircraft.
Derived from:
Reference:
7.3.7 Additional Information

-
7.3.7
7.3.7.1 Wake vortices are present behind every aircraft, but are particularly severe when generated
by a large and wide-bodied jet aircraft. These vortices are two counter-rotating cylindrical air
masses trailing aft from the aircraft (see Figure 1). The vortices are most dangerous to following
aircraft during the take-off, initial climb, final approach and landing phases of flight. They tend
to drift down and when close to the ground move sideways from the track of the generating
aircraft, occasionally rebounding upwards.
Derived from:
Source Paragraph: Part II Section 5, 3.1.3
Reference:
7.3.7.2 Occurrence of turbulent wake hazards cannot be accurately predicted and aerodrome
controllers cannot assume responsibility for the issuance of advice on such hazards at all times,
nor for its accuracy. Information on hazards due to wake vortices is contained in the Air Traffic
Services Planning Manual (Doc 9426), Part II, Section 5. Wake turbulence categories of aircraft
are specified in 7.3.1 .
Derived from:
Reference:
7.3.7.3 The three basic effects of wake turbulence on a following aircaft are induced roll, loss of height
or rate of climb, and possible structural stress. The greatest danger is the roll induced on the
penetrating aircraft to the degree that it exceeds the counter control capability of the aircraft
concerned. Should the wake turbulence encounter occur in the approach area, its effect is
greater because the following aircraft is in a critical state with regard to speed, thrust, altitude
and reaction time.
Derived from:
Reference:
7.3.7.4 Wake vortices generated by an aircraft in flight are related to the aircraft gross mass, airspeed,
configuration and wing span. Vortex characteristics are altered and eventually dominated by
interactions between the vortices and the ambient atmosphere. The wind, wind shear,
turbulence and atmospheric stability affect the motion and decay of a vortex system. The
proximity of the ground significantly affects vortex movement and decay.
Derived from:

Status: Approved
Page 19 of 20
Reference:
7.3.7.5 Special attention needs to be given to situations of light wind where vortices may remain for a
considerable time in the approach and runway touchdown areas, drift to a parallel runway, or
sink to the landing or take-off paths of succeeding aircraft.
Derived from:
Reference:
7.3.7.6 Ground effect becomes an important factor when considering the movement and decay of the
vortices. The ground acts as a plane of reflection; as the trailing vortices descend toward the
ground their vertical velocity decreases and, with no or little wind, they begin to travel
horizontally over the ground away from each other at a height approximately half the wing span
of the generating aircraft.
Derived from:
Reference:

Status: Approved
Page 20 of 20
.-
8 - Safety Nets

Status: Approved
Valid: 2006-11-23 - ufn Chapter8 - Safety Nets
Page 1 of 15
.8.1 - GENERAL
8.1 General
-
8.1
8.1.1 Abbreviations
-
8.1.1
8.1.1.1 ACAS
Derived from:
DOC 4444;
8.1.1.2 AGL
above ground level (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
8.1.1.3 APW
area proximity warning (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
8.1.1.4 ATC
Derived from:
8.1.1.5 CFIT
controlled flight into terrain (ICAO)
Derived from:
Reference:
8.1.1.6 MSAW
minimum safe altitude warning system (ICAO)
Derived from:
Reference:
8.1.1.7 RA
resolution advisory (ICAO)
Derived from:
8.1.1.8 SSR

Status: Approved
Page 2 of 15
.8.1 - GENERAL
Derived from:
8.1.1.9 STCA
short term conflict alert (ICAO)
Derived from:
8.1.1.10 TA
transition altitude (ICAO);
traffic advisory (ICAO)
Derived from:
Reference:
8.1.1.11 TCAS
traffic alert and collision avoidance system (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
8.1.2 Definitions
-
8.1.2
8.1.2.1 airborne collision avoidance system (ACAS)
An aircraft system based on secondary surveillance radar (SSR) transponder signals which
operates independently of ground-based equipment to provide advice to the pilot on potential
conflicting aircraft that are equipped with SSR transponders (ICAO).
Note 1.- In this context the term "independently" means that ACAS operates independently of
other systems used by air traffic services except for communications with Mode S ground
stations as defined in ICAO Annex 10/IV.
Note 2.- SSR transponders referred to above are those operating in Mode C or Mode S.
Derived from:
DOC 4444;
8.1.2.2 ACAS I
An ACAS which provides information as an aid to "see and avoid" action but does not include
the capability for generating resolution advisories (RAs) (ICAO).
Note.- ACAS I is not intended for international implementation and standardization by ICAO.
Derived from:
Reference: ICAO Annex 10 Volume 4 Amendment 76 (2001);
8.1.2.3 ACAS II
An ACAS which provides vertical resolution advisories (RAs) in addition to traffic advisories
(TAs) (ICAO).
Derived from:

Status: Approved
Page 3 of 15
.8.1 - GENERAL
8.1.2.4 ACAS III

An ACAS which provides vertical and horizontal resolution advisories (RAs) in addition to traffic
advisories (TAs) (ICAO).
Derived from:

(ICAO).
Derived from:

(ICAO).
Derived from:
8.1.2.7 controlled flight into terrain (CFIT)

Accident in which aircraft, under the control of the crew, is flown into terrain (or water) with no
prior awareness on the part of the crew on the impending accident (EUROCONTROL).
Source: Eurocontrol SRC DOC 4
Derived from:
Source Paragraph:
Reference:
8.1.2.8 intruder; intruding aircraft; intruder aeroplane

An SSR transponder-equipped aircraft within the surveillance range of ACAS for which ACAS
has an established track (ICAO).
Derived from:

Derived from:

Status: Approved
Page 4 of 15
.8.1 - GENERAL

Derived from:

Derived from:
8.1.2.12 SSR mode A

Derived from:
Source Paragraph:
Reference:
8.1.2.13 SSR mode C

Derived from:
Source Paragraph:
Reference:
8.1.2.14 SSR mode S

Derived from:
Source Paragraph:
Reference:
8.1.2.15 traffic advisory (TA)

An indication given to the flight crew that a certain intruder is a potential threat (ICAO).
Derived from:
8.1.2.16 traffic alert and collision avoidance system (TCAS)

An airborne collision avoidance system based on radar beacon signals which operates
independent of ground based equipment. TCAS-I generates traffic advisories only. TCAS-II
generates traffic advisories, and resolution (collision avoidance) advisories in the vertical plane
(EUROCONTROL).
Derived from:

Status: Approved
Page 5 of 15
.8.1 - GENERAL
Source Paragraph:
Reference:
Derived from:

-
8.1.3
Derived from:
Source Paragraph:
Reference:

Telecommunications, Volume 4 - Surveillance Radar and Collision Avoidance Systems
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
8.1.4 References
-
8.1.4
Derived from:
Source Paragraph:
Reference:
l Funktionen und Geräte des Vienna Air Traffic Control System (VAS) (FDR 30)
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 6 of 15
.8.1 - GENERAL
l EUROCONTROL Operational Requirements Document for EATCHIP Phase III ATM

Added Functions Volume 2 - Safety Nets
Derived from:
Source Paragraph:
Reference:
l Letter of Agreement between ACG/ATM and the aircraft accident investigation branch
(LoA ACG/ATM - FUS)
Derived from:
Source Paragraph:
Reference:
l Letter of Agreement between ACG/ATM and ACG/OPL (LoA ATM - OPL)

Derived from:
Source Paragraph:
Reference:
l Letter of Agreement between ACG/ATM and ACG/SQ (LoA ATM - SQ)

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 7 of 15
.8.2 - AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)
8.2 Airborne Collision Avoidance System (ACAS)
-
8.2
8.2.1 ACAS function
-
8.2.1
8.2.1.1 ACAS equipment in the aircraft interrogates SSR transponders on other aircraft in its vicinity
and listens for the transponder replies. By computer analysis of these replies, the ACAS
equipment determines which aircraft represent potential collision threats and provides
appropriate indications (advisories) to the flight crew to avoid collisions.
Derived from:
Source Paragraph: Attachment 1.1.2
Reference:
8.2.1.2 ACAS equipment is capable of providing two classes of advisories. Traffic advisories (TAs)
indicate the approximate positions of intruding aircraft that may later cause resolution
advisories. Resolution advisories (RAs) propose vertical manoeuvres that are predicted to
increase or maintain separation from threatening aircraft.
Derived from:
Source Paragraph: Attachment 1.1.3
Reference:
8.2.2 Responsibilities in regard to ACAS

-
8.2.2
8.2.2.1 The procedures to be applied for the provision of air traffic services to aircraft equipped with
ACAS shall be identical to those applicable to non-ACAS equipped aircraft. In particular, the
prevention of collisions, the establishment of appropriate separation and the information which
might be provided in relation to conflicting traffic and to possible avoiding action shall conform
with the normal ATS procedures and shall exclude consideration of aircraft capabilities
dependent on ACAS equipment.
Derived from:
Reference:
8.2.2.2 The use of ACAS does not alter the respective responsibilities of pilots and controllers for the
safe operation of aircraft.
Derived from:
Reference:
8.2.2.3 Once an aircraft departs from its clearance in compliance with a resolution advisory, the
controller ceases to be responsible for providing separation between that aircraft and any other
aircraft affected as a direct consequence of the manoeuvre induced by the resolution advisory.
Derived from:
Reference:
8.2.2.4 The controller shall resume responsibility for providing separation for all the affected aircraft
when:
Derived from:
Reference:

Status: Approved
Page 8 of 15
a) the controller acknowledges a report from the flight crew that the aircraft has resumed the
current clearance; or
Derived from:
Reference:
b) the controller acknowledges a report from the flight crew that the aircraft is resuming the
current clearance and issues an alternative clearance which is acknowledged by the flight
crew.
Derived from:
Reference:
8.2.2.5 When a pilot reports a manoeuvre induced by an ACAS resolution advisory (RA), the controller
shall not attempt to modify the aircraft flight path until the pilot reports returning to the terms of
the current air traffic control instruction or clearance but shall provide traffic information as
appropriate.
Derived from:
Reference:
8.2.2.6 However, when circumstances permit, the controller should endeavour to provide traffic
information to aircraft affected by the manoeuvre.
Derived from: ICAO Doc 7030;
Source Paragraph:
Reference: Tridion Komponente \atmm_vol_2\Building Blocks Management\global_components\content\icao_7030

\icao_7030_20_02_02_p01__satz3_old;
8.2.3 Pilot Action in Case of ACAS Events

-
8.2.3
8.2.3.1 The statements in 8.2.3.2 to 8.2.3.3 Note(1) are provided for information purposes only.
Therefore, no obligation whatsoever for action or reaction by the controller shall be based solely
on this information.
Derived from:
Source Paragraph:
Reference:
8.2.3.2 Pilots will not manoeuvre their aircraft in response to traffic advisories (TAs) only.
Source: ICAO DOC 8168 Volume 1
Derived from:
Source Paragraph: Part 8 3.2.a
Reference:
8.2.3.3 In the event of a resolution advisory (RA), pilots will:

Derived from:
Source Paragraph: Part 8 3.2.c
Reference:
a) respond immediately by following the RA as indicated, unless doing so would jeopardize

the safety of the aeroplane;

Status: Approved
Page 9 of 15
Derived from:
Source Paragraph: Part 8 3.2.c.1
Reference:
b) follow the RA even if there is a conflict between the RA and an air traffic control (ATC)
instruction to manoeuvre;
Derived from:
Reference:
c) as soon as possible, as permitted by flight crew workload, notify the appropriate ATC unit
of the RA, including the direction of any deviation from the current air traffic control
instruction or clearance;
Derived from:
Reference:
d) promptly return to the terms of the ATC instruction or clearance when the conflict is
resolved; and
Derived from:
Reference:
e) notify ATC when returning to the current clearance.

Derived from:
Reference:
Note(1): Following an RA event, or other significant ACAS event, pilots are required to
complete an air traffic incident report.
Derived from:
Reference:
8.2.4 ACAS Technical Limitations

-
8.2.4
8.2.4.1 The statements in 8.2.4.2 to 8.2.4.3 h) are provided for information purposes only.
Therefore, no obligation whatsoever for action or reaction by the controller shall be based solely
on this information.
Derived from:
Source Paragraph:
Reference:
8.2.4.2 SSR transponders having only Mode A capability do not generate TAs. ACAS does not use
Mode A interrogations; therefore, the Mode A transponder codes of nearby aircraft are not
known to ACAS.
Derived from:
Source Paragraph: Attachment A to Part VIII, 2.2.1.1.b.1 Note 1. Satz
Reference:
8.2.4.3 ACAS limitations:


Status: Approved
Page 10 of 15
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3
Reference:
a) ACAS will neither track nor display non-transponder-equipped aircraft, nor aircraft with an
inoperable transponder, nor aircraft with a Mode A transponder;
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3.a
Reference:
b) ACAS will automatically fail if the input from the aircraft's barometric altimeter, radio
altimeter, or transponder is lost;
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3.b
Reference:
c) some aircraft within 116 m (380 ft) above ground level (AGL) (nominal value) will not be
displayed. If ACAS is able to determine that an aircraft below this altitude is airborne, it
will be displayed;
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3.c
Reference:
d) ACAS may not display all proximate transponder-equipped aircraft in areas of high-density
traffic; however, it will still issue RAs as necessary;
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3.d
Reference:
e) because of design limitations, the bearing displayed by ACAS is not sufficiently accurate
to support the initiation of horizontal manoeuvres based solely on the traffic display;
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3.e
Reference:
f) because of design limitations, ACAS will neither display nor give alerts against intruders
with a vertical speed in excess of 3 048 m/min (10 000 ft/min). In addition, the design
implementation may result in some short-term errors in the tracked vertical speed of an
intruder during periods of high vertical acceleration by the intruder; and
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3.f
Reference:
g) stall warnings, ground proximity warning system/enhanced ground proximity warning

system (EGPWS) warnings, and wind shear warnings take precedence over ACAS
advisories.
Derived from:
Source Paragraph: Part 8 Attachment a 2.2.1.3.g Satz 1
Reference:
h) The operational range of ACAS equipment may vary significantly dependent on the
eqipment's type and manufacturer.
Derived from:

Status: Approved
Page 11 of 15
Source Paragraph:
Reference:
8.2.5 Reporting of ACAS events

-
8.2.5
8.2.5.1 ACAS (TCAS) RAs shall be considered Major Occurrences as laid down in ATMM/G Volume
1 Chapter 4. Therefore, the actions and reporting procedures prescribed for major occurrences
shall fully apply.
Derived from:
Source Paragraph:
Reference: LOA ACG/ATM-FUS; LOA ACG/ATM-ACG/SQ; LOA ACG/ATM-ACG/OP;
Note(2): Following an RA event, or other significant ACAS event, pilots are required to
complete an air traffic incident report.
Derived from:
Reference:

Status: Approved
Page 12 of 15
.8.3 - SHORT TERM CONFLICT ALERT (STCA)
8.3 Short Term Conflict Alert (STCA)
-
8.3
8.3.1 Functional Description
-
8.3.1
8.3.1.1 The objective of the STCA function is to assist the controller in maintaining separation and
providing traffic information as appropriate by generating, in a timely manner, an alert of a
potentially dangerous approximation of aircraft.
Derived from:
Source Paragraph: 15.7.2 Note 1 2. Satz
Reference:
8.3.1.2 In the STCA function the radar-derived current and predicted three-dimensional positions of
transponder-equipped aircraft with Mode C capability are monitored for proximity. If the
distance between the three-dimensional positions of two aircraft is predicted to be reduced to
less than a pre-defined applicable minimum parameter within a specified time period, a visual
alert will be generated.
Derived from:
Reference:
8.3.1.3 Exact descriptions of the STCA function, display and parameters are laid down in
Fachdienstrichtlinie FDR 30 Chapter 4.
Derived from:
Source Paragraph:
8.3.2 Procedures for STCA Events

-
8.3.2
8.3.2.1 In the event an STCA is generated, the controller shall without delay take action as appropriate
to minimize the potential for a dangerous approximation in respect to the aircraft concerned.
Derived from:
Reference:
Note(3): Prescriptions for additional regulations to be made in regard to the use of the
STCA function are laid down in ATMM/G Volume 1 Chapter 5.5 - Regulations.
Derived from:
Source Paragraph:
Reference: ATMM/G Volume 1 5.5;
8.3.3 Reporting of STCA Events

-
8.3.3
8.3.3.1 Local unit management should be notified about any occurrence in regard to STCA by ATM
personnel whenever circumstances may render such notification advisable; nevertheless, for
the time being there is no obligation to report STCA occurrences.
Derived from:
Source Paragraph:
Reference: LOA ACG/ATM-FUS; LOA ACG/ATM-ACG/SQ; LOA ACG/ATM-ACG/OP; ICAO DOC 4444 15.6.2.3 & 15.6.2.4;

Status: Approved
Page 13 of 15
.8.4 - MINIMUM SAFE ALTITUDE WARNING
8.4 Minimum Safe Altitude Warning
-
8.4
8.4.1 MSAW Functional Description
-
8.4.1
8.4.1.1 The objective of the MSAW function is to assist in the prevention of controlled flight into terrain
accidents by generating, in a timely manner, a warning of the possible infringement of a
minimum safe altitude.
Derived from:
Source Paragraph: 15.7.4 Note 1 Satz 2
Reference:
8.4.2 Procedures for Use of the MSAW Function

-
8.4.2
Derived from:
Source Paragraph:
Reference:
8.4.3 Reporting of MSAW Events

-
8.4.3
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 14 of 15
.8.5 - AREA PROXIMITY WARNING (APW)
8.5 Area Proximity Warning (APW)
-
8.5
8.5.1 APW Functional Description
-
8.5.1
8.5.1.1 The objective of APW is to inform the controller when an aircraft is predicted to penetrate, or
has penetrated, a region of airspace which has been defined as protected. The penetration
may be in the lateral plane, the vertical plane or a combination of the two.
Derived from:
Source Paragraph:
Reference: EUROCONTROL Operational Requirements Document for EATCHIP Phase III ATM Added Functions Volume 2
- Safety Nets;
8.5.2 Procedures for Use of the APW Function

-
8.5.2
Derived from:
Source Paragraph:
Reference:
8.5.3 Reporting of APW Events

-
8.5.3
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 15 of 15
.-
9 - Airspace and Flight Rules

Status: Approved
Valid: 2006-11-23 - ufn Chapter9 - Airspace and Flight Rules
Page 1 of 45
.9.1 - GENERAL
9.1 General
-
9.1
9.1.1 Abbreviations
-
9.1.1
9.1.1.1 ATC
Derived from:
9.1.1.2 ATS
Derived from:
9.1.1.3 ATZ
aerodrome traffic zone (ICAO)
Derived from:
9.1.1.4 AWY
airway (ICAO)
Derived from:
9.1.1.5 CTA
control area (ICAO)
Derived from:
Reference:
9.1.1.6 CTR
control zone (ICAO)
Derived from:
Reference:
9.1.1.7 FIR
Derived from:
9.1.1.8 IFR
Derived from:

Status: Approved
Page 2 of 45
.9.1 - GENERAL
9.1.1.9 MATZ
military aerodrome traffic zone (militärische Flugplatzverkehrszone; LVR)
Derived from:
Source Paragraph:
9.1.1.10 MCTR
military control zone (militärische Kontrollzone; LVR)
Derived from:
Source Paragraph:
9.1.1.11 MNPS
minimum navigation performance specification (ICAO, EUROCONTROL)
Derived from:
Reference: ICAO Doc 9713; EUROCONTROL EATM glossary of acronyms and abbreviations (2004);
9.1.1.12 MTMA
military terminal control area (militärischer Nahkontrollbezirk; LVR)
Derived from:
Source Paragraph:
9.1.1.13 NVFR
night VFR (ACG)
Derived from:
Source Paragraph:
Reference:
9.1.1.14 RNP
Derived from:
Reference:
9.1.1.15 RVSM
Derived from:
9.1.1.16 SRA
Bereiche mit Sonderregelungen (LVR), Special Rules Area (ACG)
Derived from:
Source Paragraph:

Status: Approved
Page 3 of 45
.9.1 - GENERAL
Reference: LVR;
9.1.1.17 SSR
Derived from:
9.1.1.18 STAR
Derived from:
Reference:
9.1.1.19 TMA
terminal control area (ICAO)
Derived from:
9.1.1.20 VFR
Derived from:
9.1.1.21 VMC
Derived from:
Reference:
9.1.1.22 UIR
upper flight information region (ICAO)
Derived from:
Source Paragraph: U46
Reference:
9.1.1.23 UTA
upper control area (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
9.1.2 Definitions
-
9.1.2
aerodrome (ICAO).

Status: Approved
Page 4 of 45
.9.1 - GENERAL

Derived from:
9.1.2.2 aerodrome traffic circuit

The specified path to be flown by aircraft operating in the vicinity of an aerodrome (ICAO).
Derived from:
9.1.2.3 aerodrome traffic zone

An airspace of defined dimensions established around an aerodrome for the protection of
aerodrome traffic (ICAO).
Derived from:
9.1.2.4 air navigation services; navigation services (ANS)

Air navigation services include air traffic services (ATS), aeronautical telecommunications
service (COM), meteorological services for air navigation (MET), search and rescue (SAR) and
aeronautical information services (AIS). These services are provided to air traffic during all
phases of operations (approach, aerodrome control and en route). With the implementation of
CNS/ATM systems, ATS and COM will be replaced by ATM and CNS which are broader in
scope (ICAO).
Derived from:

(ICAO).
Derived from:

Derived from:

Status: Approved
Page 5 of 45
.9.1 - GENERAL

tower (ICAO).
Derived from:

Derived from:

Derived from:
9.1.2.10 air traffic services unit (ATS unit, ATSU)

A generic term meaning variously, air traffic control unit, flight information centre or air traffic
services reporting office (ICAO).
Derived from:
9.1.2.11 airspace reservation

A defined volume of airspace normally under the jurisdiction of one aviation authority and
temporarily reserved, by common agreement, for exclusive use by another aviation authority
(ICAO).
Derived from:
9.1.2.12 airway (AWY)

A control area or portion thereof established in the form of a corridor (ICAO).
Derived from:


Status: Approved
Page 6 of 45
.9.1 - GENERAL
Derived from:
9.1.2.14 altitude
Derived from:
9.1.2.15 ceiling
The height above the ground or water of the base of the lowest layer of cloud below 6 000 m
(20 000 ft) covering more than half the sky (ICAO).
Derived from:

Derived from:
Reference:

Derived from:
9.1.2.18 control zone (CTR)

A controlled airspace extending upwards from the surface of the earth to a specified upper limit.
(ICAO)
Derived from:
9.1.2.19 control zones

controlled airspaces that are limited below by the surface of the earth and above by horizontal
planes in specified levels. (LVR)
Derived from:
Reference:


Status: Approved
Page 7 of 45
.9.1 - GENERAL
Derived from:

and E.
Derived from:

Derived from:
Reference:
9.1.2.23 danger area

An airspace of defined dimensions within which activities dangerous to the flight of aircraft may
exist at specified times. (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Annex 4; ICAO DOC 8400; ICAO Annex 15; LFG § 4;

Derived from:

Derived from:

intervals (ICAO).
datum;
Derived from:

Status: Approved
Page 8 of 45
.9.1 - GENERAL
DOC 4444;
9.1.2.27 flight visibility

The visibility forward from the cockpit of an aircraft in flight (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 11; ICAO DOC 4444; LVR;
9.1.2.28 ground visibility

The horizontal visibility at an aerodrome, as reported by an accredited observer. (LVR)
Derived from:
Source Paragraph: §2 Zi.4
Reference: ICAO Annex 2; ICAO Doc 4444; LVR § 2 4.;
9.1.2.29 IFR flight

Derived from:
9.1.2.30 instrument flight rules (IFR)

A set of rules governing the conduct of flight under instrument meteorological conditions
(ICAO).
Derived from:
9.1.2.31 instrument meteorological conditions (IMC)

Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less
than the minima specified for visual meteorological conditions (ICAO).
Derived from:

Derived from:
9.1.2.33 military exempted areas (Ausnahmebereiche)

Those areas within which air navigation services are not provided. (ACG based on LVR)
Derived from:
Source Paragraph:
9.1.2.34 minimum navigation performance specification airspace (MNPS airspace)

Status: Approved
Page 9 of 45
.9.1 - GENERAL
A defined portion of airspace within which a specified level of navigation performance must be
met by operating aircraft. (ACG)
Derived from:
Source Paragraph:
Reference: ICAO Doc 9426; EUROCONTROL EATM glossary of terms (2004);
9.1.2.35 minimum navigation performance specification (MNPS)

A minimum navigation performance specification describes a level of navigation performance
which must be met by aircraft operating in a defined portion of airspace, referred to as "MNPS
airspace". The specification does not refer to required aircraft equipment tolerances but to the
navigation performance to be achieved through the use of appropriate equipment. A minimum
performance specification may be expressed in vertical, longitudinal or lateral terms. (ICAO)
Derived from:
Reference:
9.1.2.36 movement area

That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting
of the manoeuvring area and the apron(s). (ICAO)
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 2; ICAO Annex 4; ICAO Annex 11; ICAO Annex 14 Volume 1; ICAO Annex 15;
9.1.2.37 prohibited area

An airspace of defined dimensions, above the land areas or territorial waters of a State, within
which the flight of aircraft is prohibited. (ICAO)
Derived from:
Reference: ICAO Annex 15; LFG § 4;

airspace. (ICAO)
Derived from:
9.1.2.39 required navigation performance type (RNP type)

A containment value expressed as a distance in nautical miles from the intended position within
which flights would be for at least 95 per cent fo the total flying time.
Example.- RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per
cent containment basis. (ICAO)
Derived from:
9.1.2.40 restricted area

which the flight of aircraft is restricted in accordance with certain specified conditions. (ICAO)
Derived from:

Status: Approved
Page 10 of 45
.9.1 - GENERAL
Reference: ICAO Annex 2; ICAO Annex 4; ICAO Annex 15; LFG § 4;
9.1.2.41 special rules areas (SRA)

parts of the controlled airspace, for which special procedures are published to protect IFR traffic
from VFR traffic. (LVR)
Derived from:
Source Paragraph: § 2 2a.
Reference:

Derived from:
9.1.2.43 SSR mode A

Derived from:
Source Paragraph:
Reference:
9.1.2.44 SSR mode C

Derived from:
Source Paragraph:
Reference:
9.1.2.45 terminal control area (TMA)

A control area normally established at the confluence of ATS routes in the vicinity of one or
more major aerodromes (ICAO).
Derived from:
9.1.2.46 test flights

Flights with civil aircraft not yet approved for the operation in flight with the purpose to establish
the operation of the aircraft or of devices and instruments on board during flight. (LVR)
Derived from:
Source Paragraph: Anhang G II 2. (1)
Reference:
9.1.2.47 training flights

Flights during which civil aircraft are operated by persons not holding the appropriate civil
aviator's licence without an approved flight instructor on board the aircraft. (LVR)
Derived from:
Source Paragraph: Anhang G I 2.(1)
Reference:

Status: Approved
Page 11 of 45
.9.1 - GENERAL
Derived from:
9.1.2.49 VFR flight

Derived from:

Derived from:

-
9.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
l ICAO Convention on International Civil Aviation (ICAO DOC 7300)

Derived from:
Source Paragraph:
Reference:

Derived from:

Status: Approved
Page 12 of 45
.9.1 - GENERAL
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
9.1.4 References
-
9.1.4
Derived from:
Source Paragraph:
Reference:
l ICAO Manual on Implementation of a 300 m (1000 ft) vertical separation minimum

between FL 290 and FL 410 inclusive (ICAO DOC 9574)
Derived from:
Source Paragraph:
Reference:
l ICAO Manual on Airspace Planning Methodology for the Determination of Separation

Minima (ICAO DOC 9689)
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 13 of 45
.9.2 - AIRSPACE ORGANISATION
9.2 Airspace Organisation
-
9.2
9.2.1 ATS Airspace Organisation
-
9.2.1
9.2.1.1 Those portions of the airspace where it is determined that flight information service and alerting
service will be provided shall be designated as flight information regions.
Derived from:
Reference:
9.2.1.2 Those portions of airspace where air traffic control service is provided in accordance with the
ATS airspace classification are designated as controlled airspaces.
Derived from:
Source Paragraph:
Reference: LVR § 2 57;
9.2.1.3 Controlled airspaces are designated as control areas or control zones.

Derived from:
Source Paragraph:
Reference: LVR § 2 57; ICAO Annex 11 2.5.2.2.1; ICAO DOC 9426 Part I Section 2 3.2.1;
9.2.1.4 The control areas are divided into:

Derived from:
Source Paragraph:
a) the upper control area (UTA), defined laterally and vertically upwards by the austrian state
boundary and limited downwards in FL 245, and
Derived from:
Source Paragraph:
b) the lower control area, which can be formed by:

Derived from:
Source Paragraph:
1) area-type control areas (CTAs) within which specific ATS routes have been defined
for the purpose of flight planning and which provide for the organization of an orderly
traffic flow,
Derived from:
Source Paragraph:
Reference: LVR Anhang E; ICAO DOC 9426 Part I Section 2 3.2.6 c;
2) terminal control areas (TMAs), and

Derived from:
Source Paragraph:
Reference: LVR Anhang E; ICAO DOC 9426 Part I Section 2;
3) special rules areas (SRAs).


Status: Approved
Page 14 of 45
Derived from:
Source Paragraph:
9.2.2 ATS Airspace Classification - Services Provided and Entry Conditions

-
9.2.2
9.2.2.1 The ATS airspace classification defines seven classes (A to G) of ATS airspace, together with
the air traffic services to be provided in each airspace class and the respective entry conditions.
Derived from:
Source Paragraph:
Reference:
9.2.2.2 The ATS airspace classification is applied throughout the FIR Wien.
Derived from:
Source Paragraph:
9.2.2.3 The ATS airspace classification is applied analogously within the published military exempted
areas ("Ausnahmebereiche", see 9.3.1 ); in these areas, the military flight control is providing
services similar to the air traffic services.
Derived from:
Source Paragraph:
Reference:
9.2.2.4 Within controlled airspace of class A the following provisions shall apply:
Derived from:
Source Paragraph:
Reference: LVR Anhang D; ICAO Annex 11 2.6.1;
a) Flights allowed: IFR flights only;

Derived from:
Source Paragraph:
b) Separation to be provided: to all aircraft;

Derived from:
Source Paragraph:
c) Services to be provided:
Derived from:
Source Paragraph:
1) Air traffic control service,

Derived from:
Source Paragraph:
2) Flight information service, and


Status: Approved
Page 15 of 45
Derived from:
Source Paragraph:
3) Alerting service;
Derived from:
Source Paragraph:
d) Speed limitation: none;

Derived from:
Source Paragraph:
e) Radio communication: continuous two-way radio communication required for all flights;
Derived from:
Source Paragraph:
f) ATC clearance: required for all flights.

Derived from:
Source Paragraph:
9.2.2.5 Within controlled airspace of class B the following provisions shall apply:
Derived from:
Source Paragraph:
a) Flights allowed: IFR flights and VFR flights;

Derived from:
Source Paragraph:
b) Separation to be provided: to all aircraft;

Derived from:
Source Paragraph:
c) Services to be provided to all flights:

Derived from:
Source Paragraph:
1) Air traffic control service,

Derived from:
Source Paragraph:
2) Flight information service, and

Derived from:

Status: Approved
Page 16 of 45
Source Paragraph:
3) Alerting service;
Derived from:
Source Paragraph:
d) Speed limitation: none;

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
9.2.2.6 Within controlled airspace of class C the following provisions shall apply:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
b) Separation to be provided:
Derived from:
Source Paragraph:
1) between IFR flights, and

Derived from:
Source Paragraph:
2) between IFR flights and VFR flights;

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:

Status: Approved
Page 17 of 45
1) to IFR flights:
Derived from:
Source Paragraph:
i) Air traffic control service,

Derived from:
Source Paragraph:
ii) Flight information service, and

Derived from:
Source Paragraph:
iii) Alerting service;

Derived from:
Source Paragraph:
2) to VFR flights:
Derived from:
Source Paragraph:
i) Air traffic control service for separation from IFR,

Derived from:
Source Paragraph:
ii) Flight information service, in particular for VFR/VFR traffic information (and
traffic avoidance advice on request), and
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
d) Speed limitation:
Derived from:
Source Paragraph:
1) for IFR flights: none,

Derived from:
Source Paragraph:

Status: Approved
Page 18 of 45
2) for VFR flights:

Derived from:
Source Paragraph:
i) at and above 3050m (10000ft) above mean sea level: none,

Derived from:
Source Paragraph:
ii) below 3050m (10000ft) above mean sea level: 250 kt IAS, except military
aircraft;
Derived from:
Source Paragraph:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
9.2.2.7 Within controlled airspace of class D the following provisions shall apply:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
b) Separation to be provided: between IFR flights;

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
1) to IFR flights:
Derived from:
Source Paragraph:

Status: Approved
Page 19 of 45

Derived from:
Source Paragraph:
ii) Flight information service, in particular for IFR/VFR traffic information (and
traffic avoidance advice on request), and
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
2) to VFR flights:
Derived from:
Source Paragraph:
i) Flight information service, in particular for IFR/VFR and VFR/VFR traffic

information (and traffic avoidance advice on request), and
Derived from:
Source Paragraph:
ii) Alerting service;

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
1) for all flights at and above 3050m (10000ft) above mean sea level: none,
Derived from:
Source Paragraph:
2) for all flights below 3050m (10000ft) above mean sea level: 250 kt IAS, except military
aircraft;
Derived from:
Source Paragraph:
Derived from:

Status: Approved
Page 20 of 45
Source Paragraph:

Derived from:
Source Paragraph:
9.2.2.8 Within controlled airspace of class E the following provisions shall apply:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
1) to IFR flights:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
ii) Flight information service, in particular for IFR/VFR traffic information as far as
practicable, and
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
2) to VFR flights:
Derived from:

Status: Approved
Page 21 of 45
Source Paragraph:
i) Flight information service, in particular for traffic information about other flights
as far as practicable, and
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
aircraft;
Derived from:
Source Paragraph:
e) Radio communication:
Derived from:
Source Paragraph:
1) for IFR flights: continuous two-way radio communication required, and

Derived from:
Source Paragraph:
2) for VFR flights: radio communication not required;

Derived from:
Source Paragraph:
f) ATC clearance:
Derived from:
Source Paragraph:
1) for IFR flights: ATC clearance required,

Derived from:

Status: Approved
Page 22 of 45
Source Paragraph:
2) for VFR flights: none required.

Derived from:
Source Paragraph:
9.2.2.9 Within uncontrolled airspace of class F the following provisions shall apply:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
1) to IFR flights:
Derived from:
Source Paragraph:
i) Air traffic control service (see 9.2.2.11 ),

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
2) to VFR flights:
Derived from:
Source Paragraph:

Status: Approved
Page 23 of 45
i) Flight information service, and

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
aircraft;
Derived from:
Source Paragraph:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
f) ATC clearance:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Status: Approved
Page 24 of 45

Derived from:
Source Paragraph:
9.2.2.10 Within uncontrolled airspace of class G the following provisions shall apply:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
1) to IFR flights:
Derived from:
Source Paragraph:
i) Air traffic control service (see 9.2.2.11 ),

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
2) to VFR flights:
Derived from:
Source Paragraph:

Status: Approved
Page 25 of 45
i) Flight information service, and

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
aircraft;
Derived from:
Source Paragraph:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
f) ATC clearance:
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Status: Approved
Page 26 of 45

Derived from:
Source Paragraph:
9.2.2.11 The air traffic control service shall be provided

Derived from:
Reference:
a) within controlled airspace for IFR flights and controlled VFR flights (special VFR flights,
night VFR flights and any other controlled VFR flights);
Derived from:
Reference:
b) outside controlled airspace:

Derived from:
Reference:
1) as far as special procedures for arrivals respectively departures at individual

aerodromes have been laid down with the purpose of facilitating the beginning or
ending of IFR flights or night VFR flights for those arrivals and departures, or
Derived from:
Reference:
2) in singular cases where the respective air traffic control unit has approved operation
of IFR flights or night VFR flights outside controlled airspace with respect to the safety
of flight operations, for those flights;
Derived from:
Reference:
c) for the aerodrome traffic of controlled aerodromes;

Derived from:
Reference:
d) within MATZ, MCTR and MTMA ("Ausnahmebereiche" as defined in LVR §2) for IFR
flights and night VFR flights as far as laid down in coordination procedures between the
respective air traffic services units and military flight control units ("Militärflugleitungen").
Derived from:
Reference:
9.2.2.12 Vertical or horizontal separation shall be provided:

Derived from:

Status: Approved
Page 27 of 45
Reference:
a) between all flights in Class A and B airspaces;

Derived from:
Reference: ICAO Annex 11, 3.3.3 a); LVR Anhang B Abschnitt A; LVR Anhang B Abschnitt B;
b) between IFR flights;

Derived from:
Source Paragraph: 5.2.1. b)
Reference: ICAO Annex 11, 3.3.3 b); LVR §72 Abs.1 lit.1; LVR Anhang B alle Abschnitte;
c) between IFR flights and VFR flights in Class C airspace;

Derived from:
Reference: ICAO Annex 11, 3.3.3 c); LVR §72 Abs.1 lit.4; LVR Anhang B Abschnitt C;
d) between IFR flights and special VFR flights; and

Derived from:
Reference: ICAO Annex 11 3.3.3 d); LVR §72 Abs.1 lit.2;
e) between special VFR flights.

Derived from:
Reference: ICAO Annex 11 3.3.3 e); LVR §72 Abs.1 lit.3;
except that during the hours of daylight an IFR flight conducted under VMC may be cleared a
specific portion of climb or descent without providing separation. In such case the pilot of the
aircraft concerned shall maintain an adequate distance to other aircraft himself.
Derived from:
Source Paragraph: 5.2.1 letzter Abs.
Separation Commitments;
Note(1): For the application of visual climb or descent the detailed prescriptions of 4.7.1
shall apply.
Derived from:
Source Paragraph:
Reference:
9.2.2.13 Where two ATS airspace classes adjoin vertically, i.e. one above the other, at the common
level the less restrictive airspace class shall apply.
Derived from:
Source Paragraph:
Reference: ICAO Annex 11 2.6.3 Note;
9.2.3 Airspace Restrictions

-
9.2.3
9.2.3.1 For airspaces of defined dimensions restrictions regarding the operation of aircraft within these
airspaces may be published, the restrictions being either permanent or valid for a defined period
(airspace restrictions).

Status: Approved
Page 28 of 45
Derived from:
Reference:
9.2.3.2 Airspace restrictions can take the following form:

Derived from:
Source Paragraph:
Reference: ICAO DOC 9426 Part I Section 2;
a) the prohibition of operation within this airspace (prohibited areas),

Derived from:
Source Paragraph: § 4 Abs. 1 lit. a
Reference:
b) the prescription of restrictions for operation within this airspace (restricted areas), and
Derived from:
Source Paragraph: § 4 Abs. 1 lit. b
Reference:
c) the information that activities dangerous to the operation of aircraft may exist within this
airspace (danger areas).
Derived from:
Source Paragraph: § 4 Abs. 1 lit. c
Reference:
Note(2): The establishment of a danger area by a State over its territory is justified when
the activity in that area is of such a nature that the risk involved requires non-
participating aircraft to be aware of the risk. Since, in all cases, it is mandatory that
the reason causing the establishment of an airspace restriction be given in its
publication, it remains then at the discretion of the pilot to decide whether or not
he can face the risk with a reasonable degree of certainty that it will not have
serious consequences for his flight.
Derived from:
Source Paragraph: Part I Section2 3.3.2.3
Reference:
9.2.3.3 Detailed prescriptions for the provision of air traffic services in regard to airspace restrictions
shall be laid down in local instructions and shall cover those airspace restrictions which might
be relevant in the provision of air traffic services by this unit. The prescriptions of the local
instructions shall include at least: the lateral and vertical extensions of the airspace restrictions,
activity periods, conditions for entry into and operation within those areas, responsibilities in
regard to the provision of air traffic services and prescriptions derived from letters of agreement.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 29 of 45
.9.3 - SPECIAL AIRSPACE TYPES
9.3 Special Airspace Types
-
9.3
9.3.1 Military Exempted Areas ("Ausnahmebereiche")
-
9.3.1
9.3.1.1 Military exempted areas ("Ausnahmebereiche") are decreed by the federal ministry of defence
in accordance with the ministry of transport, taking into account the interests of national defence
as well as of civil aviation and are defined as those areas within which air navigation services
are not provided.
Derived from:
Source Paragraph:
9.3.1.2 Tasks corresponding to those of the air navigation services are provided by military flight control
units within military exempted areas as far as necessary for the safety of air navigation.
Derived from:
Source Paragraph:
Reference: LVR Anhang E lit. D Abs. 4;
9.3.1.3 As far as laid down in letters of agreement and/or transfer of control procedures, air traffic
control service shall be provided for IFR flights and night-VFR flights within military exempted
areas. Any such procedures regarding the provision of air traffic control service (or other air
traffic services) within the military exempted areas shall be reproduced in the local instructions
of the respective ATS unit(s).
Derived from:
Source Paragraph:
9.3.1.4 The prescriptions of the Verordnung Luftverkehrsregeln have to be applied analogously within
the military exempted areas.
Derived from:
Source Paragraph:
9.3.1.5 The military exempted areas as published in the Verordnung Luftverkehrsregeln are:
Derived from:
Source Paragraph:
a) military terminal control area (MTMA) Tulln-West,

Derived from:
Source Paragraph:
b) military terminal control area (MTMA) Tulln-Ost,

Derived from:
Source Paragraph:
c) military terminal control area (MTMA) Zeltweg,

Derived from:

Status: Approved
Page 30 of 45
Source Paragraph:
d) military control zone (MCTR) Tulln-West,

Derived from:
Source Paragraph:
e) military control zone (MCTR) Tulln-Ost,

Derived from:
Source Paragraph:
f) military control zone (MCTR) Zeltweg, and

Derived from:
Source Paragraph:
g) military aerodrome traffic zones (MATZ) Aigen/Ennstal, Tulln-Langenlebarn, Wiener

Neustadt and Zeltweg.
Derived from:
Source Paragraph:
9.3.1.6 The ATS airspace classfication is applied analogously within the military exempted areas,
which are classified as follows:
Derived from:
Source Paragraph:
Reference: LVR Anhang E lit. D Abs. 4, 5,6;
a) when the military flight control is on duty, the military exempted areas are classified
corresponding to airspace class D;
Derived from:
Source Paragraph:
Reference: LVR Anhang E lit. D Abs. 4, 5, 6;
b) when the military flight control is off duty, the corresponding airspace classification of the
military exempted areas changes:
Derived from:
Source Paragraph:
1) in military terminal control areas (MTMA) from class D to class E;

Derived from:
Source Paragraph:
2) in those parts of the military control zones (MCTR) that extend laterally and vertically
into the military terminal control areas (MTMA) from class D to class E;
Derived from:
Source Paragraph:

Status: Approved
Page 31 of 45
3) in those parts of the military control zones (MCTR) that are situated within the lateral
limits of and vertically below the military terminal control areas (MTMA), from class
D to class G;
Derived from:
Source Paragraph:
4) in the military aerodrome traffic zones (MATZ) from class D to class E.

Derived from:
Source Paragraph:
9.3.1.7 Entries of civil aircraft into a military aerodrome traffic zone (MATZ) are permitted only:
Derived from:
Source Paragraph:
a) with permission of the federal ministry of defence, or

Derived from:
Source Paragraph:
b) if a clearance to enter the military aerodrome traffic zone (MATZ) has been received from
military flight control.
Derived from:
Source Paragraph:
9.3.2 Training and Testing Areas (acc. LVR Anhang G)

-
9.3.2
Note(3): The terms "training areas" and "training flights" in this context are used to denote
the terms "Übungsbereiche" and "Übungsflüge" from LVR Anhang G I. and LFG
§7.
Derived from:
Source Paragraph:
Reference:
Note(4): The terms "testing areas" and "testing flights" in this context are used to denote
the terms "Erprobungsbereiche" and "Erprobungsflüge" from LVR Anhang G II
and LFG §7.
Derived from:
Source Paragraph:
Reference:
9.3.2.1 Training areas are airspaces of defined dimensions within which training flights are permitted.
Derived from:
Reference:

Status: Approved
Page 32 of 45
9.3.2.2 Training flights are flights during which civil aircraft are operated by persons not holding the
appropriate civil aviator's licence without an approved flight instructor on board the aircraft.
Training flights are permitted within training areas only.
Derived from:
Source Paragraph:
Reference: LVR Anhang G I;
9.3.2.3 Training areas are cylindric areas, extending laterally in a circle with radius 8 km around the
aerodrome reference point of the respective aerodrome and vertically from ground to FL 195.
Derived from:
Source Paragraph:
9.3.2.4 Air traffic services are provided within training areas according to the ATS airspace
classification(s) of the airspace concerned.
Derived from:
Source Paragraph:
Reference:
9.3.2.5 Training flights within controlled airspace are permitted only with authorization of the
appropriate air traffic control unit. The authorization is to be granted if the safety of controlled
flights and of aerodrome traffic is not impaired and shall include conditions, limitations and
proviso of cancellation as is deemed necessary with regard to the safety of air navigation.
Derived from:
Source Paragraph:
9.3.2.6 Testing areas are airspaces of defined dimensions within which test flights are permitted.
Derived from:
Reference:
9.3.2.7 Test flights are flights with civil aircraft not yet approved for the operation in flight with the
purpose to establish the operation of the aircraft or of devices and instruments on board during
flight. Test flights are permitted within testing areas only.
Derived from:
Source Paragraph:
Reference: LVR Anhang G II;
9.3.2.8 Air traffic services are provided within testing areas according to the ATS airspace classification
(s) of the airspace concerned.
Derived from:
Source Paragraph:
Reference:
9.3.2.9 Test flights within controlled airspace are permitted only with authorization of the appropriate
air traffic control unit. The authorization is to be granted if the safety of controlled flights and of
aerodrome traffic is not impaired and shall include conditions, limitations and proviso of
cancellation as deemed necessary with regard to the safety of air navigation.

Status: Approved
Page 33 of 45
Derived from:
Source Paragraph:
9.3.2.10 Testing areas extend vertically from the ground to the upper state boundary. The lateral limits
of the testing areas within or partially within the areas of responsibility of each ATS unit shall
be reflected in local instructions, as well as any local regulations regarding testing areas and
test flights established within the overall regulations of this manual and the Verordnung
Luftverkehrsregeln.
Derived from:
Source Paragraph:
9.3.3 RVSM Airspace

-
9.3.3
9.3.3.1 Within FIR/UIR WIEN, a reduced vertical separation minimum (RVSM) of 300m (1000ft) is
applied between FL 290 and FL 410 inclusive.
Derived from: ICAO Doc 7030;
Source Paragraph:
Reference: ICAO DOC 7030 EUR-RAC 2.1.1;
9.3.3.2 Flights shall be conducted in accordance with instrument flight rules when operated within or
above RVSM airspace.
Derived from:
Reference:
9.3.3.3 Only RVSM approved aircraft and non-RVSM approved State aircraft may be issued an ATC
clearance into the EUR RVSM airspace.
Derived from:
Reference:
Note(5): RVSM capability is indicated in the flight plan by the letter "W" in item 10
(equipment).
Derived from:
Source Paragraph:
Reference:
Derived from:
Derived from:
Reference:

Status: Approved
Page 34 of 45
9.3.4 High Glider Areas
-
9.3.4
9.3.4.1 High glider areas are intended to facilitate the handling of glider flights at higher altitudes. The
lateral and vertical extensions of the high glider areas, as well as conditions for the use of these
areas are laid down in the Verordnung Luftverkehrsregeln (LVR).
Derived from:
Source Paragraph:
Reference: LVR § 56; LVR Anhang D;
9.3.4.2 The activation of the high glider area(s) is subject to the concurrence of the area control centre,
and is subject to any time limits, conditions, limitations and proviso of cancellation issued by
the area control centre as determined by the particular traffic situation.
Derived from:
Source Paragraph:
9.3.4.3 The procedures specified in 11.2.9 for activation and operation of high glider areas shall apply.
Derived from:
Source Paragraph:

Status: Approved
Page 35 of 45
.9.4 - FLIGHT RULES
9.4 Flight Rules
-
9.4
9.4.1 Instrument Flight Rules (IFR)
-
9.4.1
9.4.1.1 The operation of an aircraft either in flight or on the movement area of an aerodrome shall be
in compliance with the general rules and, in addition, when in flight, either with:
Derived from:
Reference:
a) the visual flight rules, or

Derived from:
Reference:
b) the instrument flight rules.

Derived from:
Source Paragraph: 2.2 b
Reference:
Note(6): A pilot may elect to fly in accordance with instrument flight rules in visual
meteorological conditions or may be required to do so by the appropriate ATS
authority.
Derived from:
Source Paragraph: 2.2 Note 2
Reference:
9.4.1.2 When an aircraft operating under the instrument flight rules is flown in or encounters visual
meteorological conditions it shall not cancel its IFR flight unless it is anticipated, and intended,
that the flight will be continued for a reasonable period of time in uninterrupted visual
Derived from:
Reference:
9.4.1.3 Within the national territory of Austria IFR flights are permitted only as controlled flights.
Derived from:
Reference:
9.4.1.4 IFR flights may be operated only insofar as the aircraft is equipped with instruments and
navigation equipment appropriate to the route to be flown.
Derived from:
Reference:
9.4.1.5 An IFR flight shall be flown at a level which is not below the established minimum flight altitude,
or, where no such minimum flight altitude has been established:
Derived from:

Status: Approved
Page 36 of 45
.9.4 - FLIGHT RULES
Reference: LVR § 48;
a) over high terrain or in mountainous areas, at a level which is at least 600 m (2 000 ft)
above the highest obstacle located at a distance of not more than 8 km from the aircraft;
Derived from:
Source Paragraph: 5.1.2 a
b) elsewhere than as specified in 9.4.1.5 a) , at a level which is at least 300 m (1 000 ft)
above the highest obstacle located at a distance of not more than 8 km from the aircraft.
Derived from:
Source Paragraph: 5.1.2 b
9.4.1.6 An IFR flight may only be flown below the levels provided in 9.4.1.5 :
Derived from:
Reference:
a) when necessary for take-off or landing, and

Derived from:
Source Paragraph: § 48 Abs. 2 lit. a
Reference:
b) when executing an approach-to-land without actual landing (e.g. low pass, break-off
landing) if cleared so by the appropriate air traffic control unit.
Derived from:
Source Paragraph: § 48 Abs. 2 lit. b
Reference:
9.4.2 Visual Flight Rules (VFR)

-
9.4.2
9.4.2.1 Except when operated as a special VFR flight (see 9.4.2.4 ) or night VFR flight
(see 9.5.1 ), VFR flights may be operated during the hours of daylight and in visual
meteorological conditions only. VFR flights are to be planned and commenced in time so that
it is possible to execute the landing in daylight conditions that are sufficient to allow a safe
landing. Diversion procedures or time buffers are to be planned, taking in regard especially the
available weather information, so that, in case the flight cannot be executed as planned, the
compliance with the prescriptions for VFR flights is deemed to be ensured.
Derived from:
Reference:
9.4.2.2 Visual meteorological conditions are meteorological conditions expressed in terms of visibility,
distance from cloud, and ceiling, equal to or better than those specified below:
Derived from:
Source Paragraph:
Reference: LVR § 41 Abs. 1; ICAO Annex 2 1.; LVR § 2 52.;
a) within controlled airspaces of class B at or above 3.050 m above mean sea level:
1. Flight visibility: 8 km,
2. the aircraft shall stay clear of clouds;

Status: Approved
Page 37 of 45
.9.4 - FLIGHT RULES
Derived from:
Source Paragraph: § 41 Abs. 1 lit. a)
Reference:
b) within controlled airspaces of class B below 3.050 m above mean sea level:
2. the aircraft shall stay clear of clouds;
Derived from:
Source Paragraph: § 41 Abs. 1 lit. b)
Reference:
c) within controlled airspaces of classes C, D and E at or above 3.050 m above mean sea
level:
2. horizontal distance from clouds: 1,5 km and
3. vertical distance from clouds: 300 m;
Derived from:
Source Paragraph: § 41 Abs. 1 lit. c)
Reference:
d) within controlled airspaces of classes C, D and E below 3.050 m above mean sea level:
Derived from:
Source Paragraph: § 41 Abs. 1 lit. d)
Reference:
e) within airspaces of classes F and G at or above 3.050 m above mean sea level:
Derived from:
Source Paragraph: § 41 Abs. 1 lit. e)
Reference:
f) within airspaces of class F below 3.050 m above mean sea level:

Derived from:
Source Paragraph: § 41 Abs. 1 lit. f)
Reference:
g) within airspaces of class G below 3.050 m, but above 900 m above mean sea level or
above 300 m above terrain, whichever is the higher:
Derived from:
Source Paragraph: § 41 Abs. 1 lit. f)
Reference:

Status: Approved
Page 38 of 45
.9.4 - FLIGHT RULES
h) within airspaces of class G at or below 900 m above mean sea level or 300 m above
terrain, whichever is the higher:
1. Flight visibility: 1,5 km,
2. the aircraft shall stay clear of clouds and
3. in sight of the surface.
Derived from:
Source Paragraph: § 41 Abs. 1 lit. g)
Reference:
9.4.2.3 VFR flights with helicopters in accordance with 9.4.2.2 h) are permitted to operate in less than
1,5 km flight visibility, if manoeuvred at a speed that will give the pilot adequate opportunity to
observe other aircraft or obstacles in time to avoid collision.
Derived from:
Reference:
9.4.2.4 Except when a clearance to operate as a special VFR flight is obtained from an air traffic control
unit, VFR flights shall not take off or land at an aerodrome within a control zone, or enter the
aerodrome traffic zone or traffic pattern:
Derived from:
a) when the ceiling is less than 450 m (1 500 ft); or

Derived from:
Source Paragraph: 4.2 a
Reference:
b) when the ground visibility is less than 5 km.

Derived from:
Source Paragraph: 4.2 b
Reference:
9.4.2.5 Clearances to operate as a special VFR flight shall only be granted:

Derived from:
Source Paragraph:
a) during day, and

Derived from:
Source Paragraph:
b) when the ceiling is 700 ft or more, and

Derived from:
Source Paragraph:
c) when the ground visibility is 1,5 km or more, and


Status: Approved
Page 39 of 45
.9.4 - FLIGHT RULES
Derived from:
Source Paragraph:
d) when the current traffic situation permits and with due regard to the safety of air traffic in
general.
Derived from:
Source Paragraph:
9.4.2.6 Clearances for helicopters to operate as a special VFR flight may also be granted when the
ceiling is less than 700ft or the ground visibility is less than 1,5 km, if two-way radio
communication is maintained.
Derived from:
Source Paragraph:
9.4.2.7 Detailed procedures for the clearance and operation of special VFR flights at each aerodrome
control unit shall conform to the provisions of this manual and the regulations of the "Verordnung
Luftverkehrsregeln" and shall be laid down in local instructions.
Derived from:
Source Paragraph:
Reference:
Derived from:
Reference:
9.4.3 Change from VFR to IFR ("Z"-Flight)

-
9.4.3
9.4.3.1 An aircraft operated in accordance with the visual flight rules which wishes to change to
compliance with the instrument flight rules shall, at least 10 minutes prior to the intended
beginning of the instrument flight:
Derived from:
Reference: ICAO Annex 2 4.10;
a) if a flight plan was submitted, communicate to the appropriate air traffic control unit the
necessary changes to be effected to its current flight plan, or
Derived from:
Source Paragraph: §46 Abs. 1 lit.a
b) submit a flight plan to the appropriate air traffic services unit, and
Derived from:
Source Paragraph: §46 Abs. 1 lit. b
c) obtain a clearance to operate as IFR flight.

Status: Approved
Page 40 of 45
.9.4 - FLIGHT RULES
Derived from:
Source Paragraph: §46 Abs. 1 lit. c
9.4.3.2 Only after the respective IFR clearance has been received the flight may be continued as IFR
flight.
Derived from:
Source Paragraph: §46 Abs. 2
9.4.4 Change from IFR to VFR ("Y"-Flight)

-
9.4.4
9.4.4.1 An aircraft electing to change the conduct of its flight from compliance with the instrument flight
rules to compliance with the visual flight rules shall notify the appropriate air traffic control unit
specifically that the IFR flight is cancelled and communicate thereto the changes to be made
to its current flight plan.
Derived from:
9.4.4.2 When an aircraft operating under the instrument flight rules is flown in or encounters visual
meteorological conditions it shall not cancel its IFR flight unless it is anticipated, and intended,
that the flight will be continued for a reasonable period of time in uninterrupted visual
Derived from:
Reference:
9.4.4.3 Change from instrument flight rules (IFR) flight to visual flight rules (VFR) flight is only
acceptable when a message initiated by the pilot-in-command containing the specific
expression "CANCELLING MY IFR FLIGHT", together with the changes, if any, to be made to
the current flight plan, is received by an air traffic services unit. No invitation to change from
IFR flight to VFR flight is to be made either directly or by inference.
Derived from:
Reference:
9.4.4.4 No reply, other than the acknowledgement "IFR FLIGHT CANCELLED AT ... (time)", should
normally be made by an air traffic services unit, except that cancellation of IFR flight within or
above RVSM airspace shall not be accepted.
Derived from:
Reference: ICAO DOC 7030 1.1.1.2; ICAO Annex 2 4.5;
9.4.4.5 When an ATS unit is in possession of information that instrument meteorological conditions
are likely to be encountered along the route of flight, a pilot changing from IFR flight to VFR
flight should, if practicable, be so advised.
Derived from:
Reference:

Status: Approved
Page 41 of 45
.9.4 - FLIGHT RULES
9.4.4.6 An ATC unit receiving notification of an aircraft's intention to change from IFR to VFR flight
shall, as soon as practicable thereafter, so inform all other ATS units to whom the IFR flight
plan was addressed, except those units through whose regions or areas the flight has already
passed.
Derived from:
Reference:

Status: Approved
Page 42 of 45
.9.5 - SPECIAL FLIGHT TYPES
9.5 Special Flight Types
-
9.5
9.5.1 Night VFR Flights
-
9.5.1
9.5.1.1 Night-VFR flights are permitted only as controlled flights, except when operating as aerodrome
traffic of uncontrolled aerodromes (see 9.5.1.4 and 9.5.1.5 for exceptions).
Derived from:
Reference:
9.5.1.2 Night-VFR flights are permitted only in meteorological conditions of:

Derived from:
Source Paragraph:
a) flight visibility not less than 5 km,

Derived from:
Source Paragraph:
b) horizontal distance from clouds not less than 1,5 km,

Derived from:
Source Paragraph:
c) vertical distance from clouds not less than 300 m and in sight of the surface, and
Derived from:
Source Paragraph:
d) ground visibility not less than 5 km.

Derived from:
Source Paragraph:
9.5.1.3 Night-VFR flights are permitted only when using an SSR transponder Mode C.
Derived from:
Source Paragraph:
9.5.1.4 Night-VFR flights with helicopters operating as ambulance- or rescue flights, or operating in
direct connection with ambulance- or rescue flights (e.g. return flights after ambulance- or
rescue flights), are permitted with the concurrence of the respective air traffic control unit:
Derived from:
Source Paragraph:
a) outside controlled airspace as uncontrolled flights, and

Derived from:

Status: Approved
Page 43 of 45
Source Paragraph:
b) under meteorological conditions lower than those laid down in 9.5.1.2 ,

Derived from:
Source Paragraph:
if those flights are operated at speeds that allow the pilot to recognize obstacles and other
aircraft in time to avoid collisions.
Derived from:
Source Paragraph:
9.5.1.5 Training flights of aircraft operating agencies carrying out ambulance- and rescue flights with
helicopters as night-VFR flights are permitted with the concurrence of the area control centre:
Derived from:
Source Paragraph:
Reference: LVR § 45 Abs. 5a;
a) once per month until 22:30 local time at latest,

Derived from:
Source Paragraph:
b) in a radius of 15 km around the aerodrome concerned, and

Derived from:
Source Paragraph:
c) in meteorological conditions not lower than those laid down in 9.5.1.2 .

Derived from:
Source Paragraph:
9.5.1.6 The authorization required in 9.5.1.4 and 9.5.1.5 shall be granted, if the safety of air
navigation is not impaired in regard to the current traffic situation. The authorization shall
include conditions, limitations and proviso of cancellation as is deemed necessary with regard
to the safety of air navigation.
Derived from:
Source Paragraph:
9.5.1.7 Regarding the provision of separation or traffic information, night-VFR flights shall be handled
as VFR flights according to the applicable airspace class.
Derived from:
Source Paragraph:

Status: Approved
Page 44 of 45
9.5.2 Aerobatic Flights
-
9.5.2
9.5.2.1 Aerobatic flights with civil aircraft are permitted under visual flight rules only.
Derived from:
Reference:
9.5.2.2 In controlled airspaces aerobatic flights are permitted only if authorized by the appropriate air
traffic control unit. The authorization is to be granted, if the provision of air traffic control service
will not be impaired, or if limitations, conditions and proviso of cancellation are issued as
necessary with regard to the provision of air traffic control service.
Derived from:
Reference:

Status: Approved
Page 45 of 45
.-
10 - Procedures for Air Traffic Services

Status: Approved
Valid: 2006-11-23 - ufn Chapter10 - Procedures for Air Traffic Services
Page 1 of 124
.10.1 - GENERAL
10.1 General
-
10.1
10.1.1 Abbreviations
-
10.1.1
10.1.1.1 ACAS
Derived from:
DOC 4444;
10.1.1.2 ACC
Derived from:
10.1.1.3 ACT
Derived from:
Source Paragraph:
Reference:
10.1.1.4 AIREP
air-report (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
10.1.1.5 AIRMET
Derived from:
Source Paragraph:
Reference:
10.1.1.6 APP
approach control service; approach control (ICAO)
approach control unit (ICAO)
Derived from:
10.1.1.7 ARO
air traffic services reporting office; ATS reporting office; reporting office (ICAO)
Derived from:
10.1.1.8 ATC

Status: Approved
Page 2 of 124
.10.1 - GENERAL
Derived from:
10.1.1.9 ATFM
air traffic flow management (ICAO)
Derived from:
10.1.1.10 ATIS
Derived from:
10.1.1.11 ATS
Derived from:
10.1.1.12 CTOT
Calculated Take-Off Time (Eurocontrol Basic CFMU Handbook)
Source: Eurocontrol Basic CFMU Handbook - General & CFMU Systems
Derived from:
Source Paragraph: 13
Reference:
10.1.1.13 D-ATIS
Data link automatic terminal information service (ICAO)
Derived from:
10.1.1.14 DME
Derived from:
Reference:
10.1.1.15 ETA
estimated time of arrival (ICAO)
Derived from:
Reference:
10.1.1.16 FIC
flight information centre (ICAO)

Status: Approved
Page 3 of 124
.10.1 - GENERAL
Derived from:
Reference:
10.1.1.17 FIR
Derived from:
10.1.1.18 FIS
Flight Information Service (ICAO)
Derived from:
Reference:
10.1.1.19 IAS
indicated airspeed (ICAO)
Derived from:
Reference:
10.1.1.20 IFR
Derived from:
10.1.1.21 IMC
Derived from:
Reference:
10.1.1.22 MSL
mean sea level (ICAO)
Derived from:
Reference:
10.1.1.23 PIREP
pilot report (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
10.1.1.24 QFE
Code word for atmospheric pressure at aerodrome elevation (or runway threshold) (ICAO)
Derived from:

Status: Approved
Page 4 of 124
.10.1 - GENERAL
Reference:
10.1.1.25 QNH
Derived from:
Reference:
10.1.1.26 RAFC
regional area forecast centre (ICAO)
Derived from:
Reference:
10.1.1.27 RNAV
Derived from:
10.1.1.28 RNP
Derived from:
Reference:
10.1.1.29 RVR
Derived from:
1; ICAO DOC 4444;
10.1.1.30 SID
standard instrument departure (ICAO)
Derived from:
Reference:
10.1.1.31 SIGMET
see Definitions: SIGMET Information
Derived from:
Source Paragraph:
Reference:
10.1.1.32 SSR
Derived from:

Status: Approved
Page 5 of 124
.10.1 - GENERAL
10.1.1.33 STAR
Derived from:
Reference:
10.1.1.34 TAS
true airspeed (ICAO)
Derived from:
Reference:
10.1.1.35 TMA
terminal control area (ICAO)
Derived from:
10.1.1.36 TWR
aerodrome control tower; aerodrome control; control tower (ICAO)
Derived from:
10.1.1.37 VFR
Derived from:
10.1.1.38 VOR
Derived from:
Reference:
10.1.2 Definitions
-
10.1.2
10.1.2.1 accepting unit
Air traffic control unit next to take control of an aircraft (ICAO).
Derived from:

Derived from:

Status: Approved
Page 6 of 124
.10.1 - GENERAL

Derived from:
10.1.2.4 aerodrome operating minima

The limits of usability of an aerodrome for:
a) take-off, expressed in terms of runway visual range and/or visibility and, if necessary,
cloud conditions;
b) landing in precision approach and landing operations, expressed in terms of visibility
and/or runway visual range and decision altitude/height (DA/H) as appropriate to the
category of the operation;
c) landing in approach and landing operations with vertical guidance, expressed in terms
of visibility and/or runway visual range and decision altitude/height (DA/H); and
d) landing in non-precision approach and landing operations, expressed in terms of
visibility and/or runway visual range, minimum descent altitude/height (MDA/H) and, if
necessary, cloud conditions (ICAO).
Derived from:

Derived from:
10.1.2.6 air traffic control (ATC)

1) preventing collisions:
a) between aircraft; and
b) on the manoeuvring area between aircraft and obstructions; and
2) expediting and maintaining an orderly flow of air traffic (ICAO).
Derived from:

(ICAO).
Derived from:

Status: Approved
Page 7 of 124
.10.1 - GENERAL

Derived from:
Source Paragraph:
Reference:

Derived from:

tower (ICAO).
Derived from:
Derived from:
10.1.2.12 air traffic services reporting office; reporting office (ARO)

A unit established for the purpose of receiving reports concerning air traffic services and flight
plans submitted before departure (ICAO).
Note.- An air traffic services reporting office may be established as a separate unit or combined
with an existing unit, such as another air traffic services unit, or a unit of the aeronautical
information service.
Derived from:

Derived from:

Status: Approved
Page 8 of 124
.10.1 - GENERAL
10.1.2.14 air-filed flight plan; flight plan filed in the air (AFIL)
A flight plan provided to an air traffic services unit by an aircraft during its flight (ICAO).
Derived from:
10.1.2.15 air-ground communication

Two-way communication between aircraft and stations or locations on the surface of the earth
(ICAO).
Derived from:
Reference: ICAO Annex 10 Volume 2; ICAO Annex 11; ICAO DOC 4444;
10.1.2.16 altitude
Derived from:
10.1.2.17 ambulance flights

Flights for the transportation of already medically treated, seriously ill or injured persons or of
emergency patients from one hospital to another, as well as flights in direct connection to such
flights. (ZSRV)
Source: Zivilluftfahrt-Such- und Rettungsdienstverordnung 1999
Derived from:
Source Paragraph: §2
Reference:

Derived from:

Derived from:

Derived from:
10.1.2.21 area navigation (RNAV)

Status: Approved
Page 9 of 124
.10.1 - GENERAL
A method of navigation which permits aircraft operation on any desired flight path within the
coverage of station- referenced navigation aids or within the limits of the capability of self-
contained aids, or a combination of these (ICAO).
Derived from:
10.1.2.22 area navigation route

An ATS route established for the use of aircraft capable of employing area navigation (ICAO).
Derived from:
10.1.2.23 arrival routes

Routes identified in an instrument approach procedure by which aircraft may proceed from the
en-route phase of flight to an initial approach fix (ICAO).
Derived from:
10.1.2.24 automatic terminal information service (ATIS)

The automatic provision of current, routine information to arriving and departing aircraft
throughout 24 hours or a specified portion thereof (ICAO).
Derived from:
10.1.2.25 calculated take-off time (CTOT)

The reference time of an ATFM slot (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
10.1.2.26 capacity
Ability of the ATC system or any of its sub-systems or an operating position to provide service
to aircraft during normal activities. It is expressed in numbers of aircraft entering a specified
portion of the airspace in a given period of time. The maximum peak capacity which may be
achieved for short periods may be appreciably higher than the sustainable value (ICAO).
Derived from:

Derived from:
Reference:
10.1.2.28 clearance void time, clearance expiry time

Status: Approved
Page 10 of 124
.10.1 - GENERAL
A time specified by an air traffic control unit at which a clearance ceases to be valid unless the
aircraft concerned has already taken action to comply therewith (ICAO).
Derived from:
10.1.2.29 clearance limit

The point to which an aircraft is granted an air traffic control clearance (ICAO).
Derived from:
10.1.2.30 code (Radio aids, SSR)

The number assigned to a particular multiple pulse reply signal transmitted by a transponder
in Mode A or Mode C (ICAO).
Derived from:

Derived from:

and E.
Derived from:

Derived from:

Derived from:
Reference:

Status: Approved
Page 11 of 124
.10.1 - GENERAL
decreases. (ICAO)
Derived from:

Derived from:

Derived from:
Reference:

Derived from:
Reference:
10.1.2.39 estimated elapsed time (EET)

The estimated time required to proceed from one significant point to another (ICAO).
Derived from:
10.1.2.40 estimated off-block time (EOBT)

The estimated time at which an aircraft will commence movement associated with departure
(ICAO).
Derived from:
10.1.2.41 estimated time of arrival (ETA; estimating arrival)

For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated
point, defined by reference to navigation aids, from which it is intended that an instrument
approach procedure will be commenced, or, if no navigation aid is associated with the
aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the
time at which it is estimated that the aircraft will arrive over the aerodrome. (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Doc 4444;

Status: Approved
Page 12 of 124
.10.1 - GENERAL

Derived from:

Derived from:

Derived from:

intervals (ICAO).
datum;
Derived from:
DOC 4444;

Derived from:
6/III;

Derived from:

Status: Approved
Page 13 of 124
.10.1 - GENERAL
10.1.2.48 height
The vertical distance of a level, a point or an object considered as a point, measured from a
specified datum (ICAO).
Note.- For the purposes of this example, the point referred to above is the lowest part of the
aeroplane and the specified datum is the take-off or landing surface, whichever is applicable.
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 4; ICAO Annex 6; ICAO Annex 10 Volumes 1 + 2; ICAO Annex 11;
ICAO DOC 8168; ICAO DOC 4444;

Derived from:
10.1.2.50 holding point (definition not longer in use)

The defined term "holding point" has been replaced by the term "holding fix" (see definition).
Note.- In radiotelephony phraseologies, the expression "holding point" may be used to
designate the runway-holding position.
Source Paragraph:
10.1.2.51 holding procedure

A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting
further clearance (ICAO).
Derived from:
10.1.2.52 identification flights

flights with military aircraft with the purpose of identifying aircraft which are suspected to violate
the austrian air sovereignty (LFG).
Derived from:
Source Paragraph: §145a
Reference:
10.1.2.53 IFR flight

Derived from:
10.1.2.54 indicated airspeed (IAS)

The uncorrected reading on the airspeed indicator (ICAO).
Derived from:

Status: Approved
Page 14 of 124
.10.1 - GENERAL

Derived from:
Reference:

Derived from:
10.1.2.57 instrument runway; precision approach runway

One of the following types of runways intended for the operation of aircraft using instrument
approach procedures:
a) Non-precision approach runway. An instrument runway served by visual aids and a non-
visual aid providing at least directional guidance adequate for a straight-in approach.
b) Precision approach runway. An instrument runway served by ILS and/or MLS and visual
aids as applicable for the category of low visibility operation.
Derived from:
Source Paragraph:
10.1.2.58 level (LVL)

Derived from:
10.1.2.59 lowest usable flight level (LUFL)

Unless otherwise prescribed by the State concerned, the lowest usable flight level is that flight
level which corresponds to, or is immediately above, the established minimum flight altitude
(ICAO).
Derived from:
Reference:

Status: Approved
Page 15 of 124
.10.1 - GENERAL

aprons (ICAO).
Derived from:

Derived from:
Reference:
10.1.2.62 minimum clean speed

the minimum speed at which an aircraft can be flown in a clean configuration, i.e. without
deployment of lift-augmentation devices, speed brakes or landing gear (ICAO 4444).
Derived from:
Reference:

Derived from:
10.1.2.64 mode (SSR)

intermode. (ICAO)
Derived from:
10.1.2.65 onward clearance time

the time at which an aircraft can expect to leave the fix at which it is being held (ICAO).
Derived from:

Derived from:
ICAO DOC 4444;

Status: Approved
Page 16 of 124
.10.1 - GENERAL

(LFG).
Derived from:
Reference:

Derived from:
Reference:

Derived from:
10.1.2.70 QFE
atmospheric pressure at aerodrome elevation (or runway threshold) (ICAO).
Derived from:
Reference:
10.1.2.71 QNH
Altimeter sub-scale setting to obtain elevation when on the ground (ICAO).
Derived from:
Reference:

is assigned (ICAO).
Derived from:

Derived from:


Status: Approved
Page 17 of 124
.10.1 - GENERAL
Derived from:

Derived from:

Derived from:

of radar (ICAO).
Derived from:
10.1.2.78 release
Derived from:
Source Paragraph:
Reference:

airspace. (ICAO)
Derived from:
10.1.2.80 required navigation performance type (RNP type)

A containment value expressed as a distance in nautical miles from the intended position within
which flights would be for at least 95 per cent fo the total flying time.
Example.- RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per
cent containment basis. (ICAO)
Derived from:
10.1.2.81 rescue flights

Flights with the purpose of rescuing persons from imminent danger for their lives or their health,
in particular
a) to salvage or support persons after an accident or in life-threatening situations, or

Status: Approved
Page 18 of 124
.10.1 - GENERAL
b) to transport emergency patients that have not yet been medically treated in a hospital, or
c) to bring up rescue- and salvaging personnel, or
d) to transport medicine, in particular stored blood units, organs for transplantations or medical
devices, if another way of transport is not possible or could only be realized with a medically
not justifyable delay or would be insufficient. (ZSRV)
Derived from:
Reference:


Derived from:
10.1.2.83 runway-holding position

A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/
MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless
otherwise authorized by the aerodrome control tower (ICAO).
Note.- In radiotelephony phraseologies, the expression "holding point" is used to designate the
runway-holding position.
Derived from:
Reference:
10.1.2.84 runway visual range (RVR)

The range over which the pilot of an aircraft on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifiying its centre line (ICAO).
Derived from:
1; ICAO DOC 4444;

Derived from:

Derived from:
10.1.2.87 SSR mode C

Status: Approved
Page 19 of 124
.10.1 - GENERAL
Derived from:
Source Paragraph:
Reference:
10.1.2.88 standard altimeter setting

A pressure setting of 1013.2 hPa which, set on the subscale of the sensitive altimeter, will cause
the altimeter to read zero when at mean sea level in the ICAO standard atmosphere (ICAO).
Derived from:
10.1.2.89 standard instrument arrival (STAR)

A designated instrument flight rule (IFR) arrival route linking a significant point, normally on an
ATS route, with a point from which a published instrument approach procedure can be
commenced. (ICAO)
Derived from:
Reference: ICAO DOC 8400; ICAO DOC 8168 Vol. 1; ICAO DOC 4444;
10.1.2.90 standard instrument departure (SID)

A designated instrument flight rule (IFR) departure route linking the aerodrome or a specified
runway of the aerodrome with a specified significant point, normally on a designated ATS route,
at which the en-route phase of a flight commences. (ICAO)
Derived from:

Derived from:

Derived from:

Derived from:

Status: Approved
Page 20 of 124
.10.1 - GENERAL
Derived from:
10.1.2.95 transferring unit

Air traffic control unit in the process of transferring the responsibility for providing air traffic
control service to an aircraft to the next air traffic control unit along the route of flight. (ICAO)
Derived from:
10.1.2.96 transition altitude (TA)

The altitude at or below which the vertical position of an aircraft is controlled by reference to
altitudes (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 4; ICAO DOC 8400; ICAO DOC 8168;
10.1.2.97 transition layer

The airspace between the transition altitude and the transition level (ICAO).
Derived from:
10.1.2.98 transition level (TRL)

The lowest flight level available for use above the transition altitude (ICAO).
Derived from:
Derived from:
10.1.2.100 true airspeed (TAS)

The speed of the aeroplane relative to undisturbed air. (ICAO)
Derived from:
10.1.2.101 unidentified aircraft

An aircraft which has been observed or reported to be operating in a given area but whose
identity has not been established (ICAO).

Status: Approved
Page 21 of 124
.10.1 - GENERAL
Derived from:
10.1.2.102 VFR flight

Derived from:

Derived from:

Derived from:

-
10.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 22 of 124
.10.1 - GENERAL
Derived from:
Source Paragraph:
Reference:
l ICAO Manual on Coordination between Air Traffic Services, Aeronautical Information

Services and Aeronautical Meteorological Services (ICAO DOC 9377)
Derived from:
Source Paragraph:
Reference:
l ICAO Manual on Required Navigation Performance (RNP) (ICAO DOC 9613)

Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
10.1.4 References
-
10.1.4
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 3 to the Convention on International Civil Aviation - Meteorological Service

for International Air Navigation
Derived from:
Source Paragraph:
Reference:
l Wehrgesetz 2001 (WG)

Derived from:
Source Paragraph:
Reference:
l Zivilflugplatz-Betriebsordnung (ZFBO)
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 23 of 124
.10.2 - CLEARANCES
10.2 Clearances
-
10.2
10.2.1 Purpose and Scope
-
10.2.1
10.2.1.1 An air traffic control clearance shall be obtained prior to operating a controlled flight, or a portion
of a flight as a controlled flight. Such clearance shall be requested through the submission of
a flight plan to an air traffic control unit.
Derived from:
Reference:
Note(1): A flight plan may cover only part of a flight, as necessary, to describe that portion
of the flight or those manoeuvres which are subject to air traffic control. A
clearance may cover only part of a current flight plan, as indicated in a clearance
limit or by reference to specific manoeuvres such as taxiing, landing or taking off.
Derived from:
Reference:
10.2.1.2 In addition, an air traffic control clearance shall be obtained from the relevant air traffic control
unit prior to executing manoeuvres with the aircraft that are subject to air traffic control service,
in particular taxiing, landing or taking-off on a controlled aerodrome.
Derived from:
Reference:
10.2.1.3 If an air traffic control clearance is not suitable to the pilot-in-command of an aircraft, the flight
crew may request and, if practicable, obtain an amended clearance.
Derived from:
Reference:
10.2.1.4 ATC clearances must be issued early enough to ensure that they are transmitted to the aircraft
in sufficient time for it to comply with them.
Derived from:
Reference:
10.2.1.5 Air traffic control clearances shall be based solely on the requirements for providing air traffic
control service.
Derived from:
Reference:
10.2.1.6 ATC units shall issue such ATC clearances as are necessary to prevent collisions and to
expedite and maintain an orderly flow of air traffic. The clearances shall be based on known
traffic conditions which affect safety in aircraft operation. Such traffic conditions include not only
aircraft in the air and on the manoeuvring area over which control is being exercised, but also
any vehicular traffic or other obstructions not permanently installed on the manoeuvring area
in use.

Status: Approved
Page 24 of 124
.10.2 - CLEARANCES
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 4.5.1.1; ICAO DOC 4444 4.5.1.3;
10.2.1.7 All clearances shall be issued to ensure separation:

Derived from:
Reference:
1) between IFR flights,

Derived from:
Reference:
2) between IFR flights and Special-VFR flights,

Derived from:
Reference:
3) between Special-VFR flights,

Derived from:
Reference:
4) between IFR flights and VFR flights in airspace class C.

Derived from:
Reference:
10.2.1.8 No clearance shall be given to execute any manoeuvre that would reduce the spacing between
two aircraft to less than the separation minimum applicable in the circumstances.
Derived from:
Reference:
10.2.2 Content of Clearances

-
10.2.2
10.2.2.1 Clearances shall contain positive and concise data and shall, as far as practicable, be phrased
in a standard manner.
Derived from:
Reference:
10.2.2.2 Clearances shall contain the following in the order listed:

Derived from:
Reference:

Status: Approved
Page 25 of 124
.10.2 - CLEARANCES
Derived from:
Reference:
b) clearance limit;
Derived from:
Reference:
c) route of flight;
Derived from:
Reference:
d) level(s) of flight for the entire route or part thereof and changes of levels if required;
Derived from:
Reference:
Note(2): If the clearance for the levels covers only part of the route, it is important for the
air traffic control unit to specify a point to which the part of the clearance regarding
levels applies whenever necessary to ensure compliance with established
communication failure procedures.
Derived from:
Source Paragraph: 11.4.2.5.2.1 d) Note
Reference:
e) any necessary instructions or information on other matters such as SSR transponder

operation, approach or departure manoeuvres, communications and the time of expiry of
the clearance.
Derived from:
Reference:
Note(3): The time of expiry of the clearance indicates the time after which the clearance
will be automatically cancelled if the flight has not been started.
Derived from:
Source Paragraph: 11.4.2.5.2.1 e) Note
Reference:
10.2.3 Readback of Clearances

-
10.2.3
10.2.3.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances
and instructions which are transmitted by voice. The following items shall always be read back:
Derived from:
Reference: AIC RTF;
a) ATC route clearances;

Derived from:

Status: Approved
Page 26 of 124
.10.2 - CLEARANCES
Reference:
b) clearances and instructions to enter, land on, take off on, hold short of, cross, taxi and
backtrack on any runway; and
Derived from:
Reference:
c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed
instructions and, whether issued by the controller or contained in automatic terminal
information service (ATIS) broadcasts, transition levels.
Derived from:
Reference:
Note(4): If the level of an aircraft is reported in relation to standard pressure 1 013.2 hPa,
the words "FLIGHT LEVEL" precede the level figures. If the level of the aircraft is
reported in relation to QNH/QFE, the figures are followed by the word "METRES"
or "FEET", as appropriate.
Derived from:
Reference:
10.2.3.2 Other clearances or instructions, including conditional clearances, shall be read back or
acknowledged in a manner to clearly indicate that they have been understood and will be
complied with.
Derived from:
Reference:
10.2.3.3 The controller shall listen to the read-back to ascertain that the clearance or instruction has
been correctly acknowledged by the flight crew and shall take immediate action to correct any
discrepancies revealed by the read-back.
Derived from:
Reference:
10.2.4 Clearance Limit

-
10.2.4
10.2.4.1 A clearance limit shall be described by specifying the name of the appropriate significant point,
or aerodrome, or controlled airspace boundary.
Derived from:
Reference:
10.2.4.2 When prior coordination has been effected with units under whose control the aircraft will
subsequently come, or if there is reasonable assurance that it can be effected a reasonable
time prior to their assumption of control, the clearance limit shall be the destination aerodrome
or, if not practicable, an appropriate intermediate point, and coordination shall be expedited so
that a clearance to the destination aerodrome may be issued as soon as possible.
Derived from:

Status: Approved
Page 27 of 124
.10.2 - CLEARANCES
Reference:
10.2.4.3 If an aircraft has been cleared to an intermediate point in adjacent controlled airspace, the
appropriate ATC unit will then be responsible for issuing, as soon as practicable, an amended
clearance to the destination aerodrome.
Derived from:
Reference:
10.2.4.4 When the destination aerodrome is outside controlled airspace, the ATC unit responsible for
the last controlled airspace through which an aircraft will pass shall issue the appropriate
clearance for flight to the limit of that controlled airspace.
Derived from:
Reference:
10.2.4.5 When a flight plan specifies that the first portion of a flight will be subject to ATC, and that the
subsequent portion will be uncontrolled, the aircraft shall normally be cleared to the point at
which the controlled flight terminates.
Derived from:
Reference:
10.2.4.6 When an aircraft files, at the departure aerodrome, flight plans for the various stages of flight
through intermediate stops, the initial clearance limit will be the first destination aerodrome and
new clearances shall be issued for each subsequent portion of flight.
Derived from:
Reference:
10.2.5 Level Instructions

-
10.2.5
10.2.5.1 Instructions included in clearances relating to levels shall consist of:
Derived from:
Reference:
a) cruising level(s) or, for cruise climb, a range of levels, and, if necessary, the point to which
the clearance is valid with regard to the level(s);
Derived from:
Reference:
Note(5): See 3.2.10.2 d) or 10.2.2.2 d) and associated Note.

Derived from:
Source Paragraph: 11.4.2.5.2.2 a) Note
Reference:
b) levels at which specified significant points are to be crossed, when necessary;

Derived from:

Status: Approved
Page 28 of 124
.10.2 - CLEARANCES
Reference:
c) the place or time for starting climb or descent, when necessary;

Derived from:
Reference:
d) the rate of climb or descent, when necessary;

Derived from:
Reference:
e) detailed instructions concerning departure or approach levels, when necessary.

Derived from:
Reference:
10.2.5.2 In so far as practicable, cruising levels of aircraft flying to the same destination shall be assigned
in a manner that will be correct for an approach sequence at destination.
Derived from:
Reference:
10.2.5.3 A QNH altimeter setting shall be included in the descent clearance when first cleared to an
altitude below the transition level, in approach clearances or clearances to enter the traffic
circuit, and in taxi clearances for departing aircraft, except when it is known that the aircraft has
already received the information.
Derived from:
Reference:
10.2.6 Route of Flight

-
10.2.6
10.2.6.1 The route of flight shall be detailed in each clearance when deemed necessary. The phrase
"cleared via flight planned route" may be used to describe any route or portion thereof, provided
the route or portion thereof is identical to that filed in the flight plan and sufficient routing details
are given to definitely establish the aircraft on its route. The phrases "cleared via (designation)
departure" or "cleared via (designation) arrival" may be used when standard departure or arrival
routes have been established by ACG/HQ and published in Aeronautical Information
Publications (AIPs).
Derived from:
Reference:
10.2.6.2 The phrase "cleared via flight planned route" shall not be used when granting a reclearance.
Derived from:
Reference:

Status: Approved
Page 29 of 124
.10.2 - CLEARANCES
10.2.6.3 Subject to airspace constraints, ATC workload and traffic density, and provided coordination
can be effected in a timely manner, an aircraft should whenever possible be offered the most
direct routing.
Derived from:
Reference:
following ATC procedures regarding the route of flight apply:
Derived from:
Source Paragraph:
a) aircraft should be routed via VOR/DME defined ATS routes; or

Derived from:
Reference: ICAO Annex 11 3.7; ICAO DOC 4444 4.5.4, 4.5.7; ICAO DOC 4444 11.4.2.5.2.1;
b) if no such routes are available, aircraft should be routed via conventional navigation aids,
i.e. VOR/DME; or
Derived from:
c) when the above procedures are not feasible, the ATC unit should, where practicable,
provide the aircraft with radar vectors until the aircraft is capable of resuming its own
navigation.
Derived from:
Note(6): Aircraft routed in accordance with a) or b) may, where practicable, require

continuous radar monitoring by the ATC unit concerned.
Derived from:
10.2.6.5 With respect to the degradation/failure in flight, of an aircraft's RNAV system, while the aircraft
is operating on an arrival or departure procedure requiring the use of RNAV,
Derived from:
Reference:
a) the aircraft should be provided with radar vectors until the aircraft is capable of resuming
its own navigation, or
Derived from:
Reference:
b) the aircraft should be routed by conventional navigation aids, i.e. VOR/DME.

Status: Approved
Page 30 of 124
.10.2 - CLEARANCES
Derived from:
Reference:
10.2.7 Clearance Expiry Times

-
10.2.7
to:
Derived from:
Reference:
service; and
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
10.2.8 Clearances for Departing Flights

-
10.2.8
10.2.8.1 Clearances for departing aircraft shall specify, when necessary for the separation of aircraft,
direction of take-off and turn after take-off; heading or track to be made good before taking up
the cleared departure track; level to maintain before continuing climb to assigned level; time,
point and/or rate at which a level change shall be made; and any other necessary manoeuvre
consistent with safe operation of the aircraft.
Derived from:
Reference:
10.2.8.2 At aerodromes where standard instrument departures (SIDs) have been established, departing
aircraft shall normally be cleared to follow the appropriate SID.

Status: Approved
Page 31 of 124
.10.2 - CLEARANCES
Derived from:
Reference:
Derived from:
Reference:
10.2.8.4 Standard clearances for departing aircraft shall contain the following items:
Derived from:
Reference:
Derived from:
Reference:
b) clearance limit, normally destination aerodrome;

Derived from:
Reference:
c) designator of the assigned SID, if applicable;

Derived from:
Reference:
d) initial level, except when this element is included in the SID description;
Derived from:
Reference:
e) allocated SSR code;

Derived from:
Reference:
f) calculated take-off time (CTOT), if applicable;

Derived from:
Source Paragraph:
Reference:
g) any other necessary instructions or information not contained in the SID description, e.g.
instructions relating to change of frequency or CTOT.
Derived from:

Status: Approved
Page 32 of 124
.10.2 - CLEARANCES
Reference:
10.2.8.5 Clearances for departing aircraft may specify an initial or intermediate level other than that
indicated in the filed flight plan for the enroute phase of flight, without a time or geographical
limit for the initial level. Such clearances will normally be used to facilitate the application of
tactical control methods by ATC, normally through the use of radar.
Derived from:
Reference:
Note(7): Where clearances for departing aircraft containing no time or geographical limit
for an initial or intermediate level are utilized, action to be taken by an aircraft
experiencing air-ground communication failure in the event the aircraft has been
radar vectored away from the route specified in its current flight plan, should be
prescribed on the basis of a regional air navigation agreement and included in the
SID description or published in AIPs.
Derived from:
Reference:
10.2.9 Clearances for Arriving Flights

-
10.2.9
10.2.9.1 An IFR flight shall not be cleared for an initial approach below the appropriate minimum
altitude nor to descend below that altitude unless:
Derived from:
Reference:
a) the pilot has reported passing an appropriate point defined by a navigation aid or as a
waypoint; or
Derived from:
Reference:
b) the pilot reports that the aerodrome is and can be maintained in sight; or
Derived from:
Reference:
c) the aircraft is conducting a visual approach; or

Derived from:
Reference:
d) the aircraft's position has been determined by the use of radar, and a lower minimum
altitude has been specified for use when providing radar services.
Derived from:
Reference:

Status: Approved
Page 33 of 124
.10.2 - CLEARANCES
10.2.9.2 At aerodromes where standard instrument arrivals (STARs) have been established, arriving
aircraft shall normally be cleared to follow the appropriate STAR. The aircraft shall be informed
of the type of approach to expect and runway-in-use as early as possible.
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
10.2.9.5 Standard clearances for arriving aircraft shall contain the following items:
Derived from:
Reference:
Derived from:
Reference:
b) designator of the assigned STAR;

Derived from:
Reference:
c) runway-in-use, except when part of the STAR description;

Derived from:
Reference:
d) initial level, except when this element is included in the STAR description; and
Derived from:
Reference:
e) any other necessary instructions or information not contained in the STAR descrition, e.g.
change of communications.
Derived from:
Reference:

Status: Approved
Page 34 of 124
.10.2 - CLEARANCES
10.2.10 Taxi Clearances
-
10.2.10
10.2.10.1 Prior to issuing a taxi clearance, the controller shall determine where the aircraft concerned is
parked.
Derived from:
Source Paragraph: 7.5.3.1.1.1 Satz1
Reference:
10.2.10.2 Taxi clearances shall contain concise instructions and adequate information so as to assist the
flight crew to follow the correct taxi routes, to avoid collision with other aircraft or objects and
to minimize the potential for the aircraft inadvertently entering an active runway.
Derived from:
Source Paragraph: 7.5.3.1.1.1 Satz2
Reference:
10.2.10.3 When a taxi clearance contains a taxi limit beyond a runway, it shall contain an explicit
clearance to cross or an instruction to hold short of that runway.
Derived from:
Reference:
10.2.10.4 Where standard taxi routes have not been published, a taxi route should, whenever possible,
be described by use of taxiway and runway designators. Other relevant information, such as
an aircraft to follow or give way to, shall also be provided to a taxiing aircraft.
Derived from:
Reference:
10.2.10.5 For the purpose of expediting air traffic, aircraft may be permitted to taxi on the runway-in-use,
provided no delay or risk to other aircraft will result. Where control of taxiing aircraft is provided
by a ground controller and the control of runway operations by an aerodrome controller, the
use of a runway by taxiing aircraft shall be coordinated with and approved by the aerodrome
controller. Communication with the aircraft concerned should be transferred from the ground
controller to the aerodrome controller prior to the aircraft entering the runway.
Derived from:
Reference:
10.2.10.6 If the control tower is unable to determine, either visually or by radar, that a vacating or crossing
aircraft has cleared the runway, the aircraft shall be requested to report when it has vacated
the runway. The report shall be made when the entire aircraft is beyond the relevant runway-
holding position.
Derived from:
Reference:

Status: Approved
Page 35 of 124
.10.2 - CLEARANCES
10.2.11 Take-off Clearances
-
10.2.11
10.2.11.1 Take-off clearance may be issued to an aircraft when there is reasonable assurance that the
separation in 4.6.3.1 , or prescribed in accordance with 4.6.5 or 4.5.2 , will exist when the
aircraft commences take-off.
Derived from:
Reference:
10.2.11.2 When an ATC clearance is required prior to take-off, the take-off clearance shall not be issued
until the ATC clearance has been transmitted to and acknowledged by the aircraft concerned.
The ATC clearance shall be forwarded to the aerodrome control tower with the least possible
delay after receipt of a request made by the tower or prior to such request if practicable.
Derived from:
Reference:
10.2.11.3 Subject to 10.2.11.2 , the take-off clearance shall be issued when the aircraft is ready for take-
off and at or approaching the departure runway, and the traffic situation permits. To reduce the
potential for misunderstanding, the take-off clearance shall include the designator of the
departure runway.
Derived from:
Reference:
10.2.11.4 In the interest of expediting traffic, a clearance for immediate take-off may be issued to an
aircraft before it enters the runway. On acceptance of such clearance the aircraft shall taxi out
to the runway and take off in one continuous movement.
Derived from:
Reference:
10.2.11.5 In the event the aerodrome controller, after a take-off clearance or a landing clearance has
been issued, becomes aware of a runway incursion or the imminent occurrence thereof, or the
existence of any obstruction on or in close proximity to the runway likely to impair the safety of
an aircraft taking off or landing, appropriate action shall be taken as follows:
Derived from:
Reference:
a) cancel the take-off clearance for a departing aircraft;

Derived from:
Reference:
b) instruct a landing aircraft to execute a go-around or missed approach.

Derived from:
Reference:

Status: Approved
Page 36 of 124
.10.2 - CLEARANCES
c) in all cases inform the aircraft of the runway incursion or obstruction and its location in
relation to the runway;
Derived from:
Reference:
10.2.12 Landing Clearances

-
10.2.12
10.2.12.1 An aircraft may be cleared to land when there is reasonable assurance that the separation
in 4.6.4.1 , or prescribed in accordance with 4.6.5 , will exist when the aircraft crosses the
runway threshold, provided that a clearance to land shall not be issued until a preceding landing
aircraft has crossed the runway threshold.
Derived from:
Reference:
10.2.12.2 To reduce the potential for misunderstanding, the landing clearance shall include the
designator of the landing runway.
Derived from:
Reference:
10.2.12.3 In the event the aerodrome controller, after a take-off clearance or a landing clearance has
been issued, becomes aware of a runway incursion or the imminent occurrence thereof, or the
existence of any obstruction on or in close proximity to the runway likely to impair the safety of
an aircraft taking off or landing, appropriate action shall be taken as follows:
Derived from:
Reference:
a) cancel the take-off clearance for a departing aircraft;

Derived from:
Reference:
b) instruct a landing aircraft to execute a go-around or missed approach.

Derived from:
Reference:
c) in all cases inform the aircraft of the runway incursion or obstruction and its location in
relation to the runway;
Derived from:
Reference:
10.2.13 Re-Clearances and Changes to Clearances

-
10.2.13
10.2.13.1 When issuing a clearance covering a requested change in route or level, the exact nature of
the change shall be included in the clearance.

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Page 37 of 124
.10.2 - CLEARANCES
Derived from:
Reference:
10.2.13.2 When traffic conditions will not permit clearance of a requested change, the word "UNABLE"
shall be used. When warranted by circumstances, an alternative route or level should be
offered.
Derived from:
Reference:
10.2.13.3 When an alternative route is offered and accepted by the flight crew, the amended clearance
issued shall describe the route to the point where it joins the previously cleared route, or, if the
aircraft will not re-join the previous route, to the destination.
Derived from:
Reference:
10.2.13.4 When an aircraft has been cleared into a control area at a cruising level which is below the
established minumum cruising level for a subsequent portion of the route, the ATC unit
responsible for the area should issue a revised clearance to the aircraft even though the pilot
has not requested the necessary cruising level change.
Derived from:
Reference:
10.2.13.5 An aircraft may be cleared to change cruising level at a specified time, place or rate.
Derived from:
Reference:
10.2.14 Coordination of Clearances

-
10.2.14
10.2.14.1 Where standard clearances for departing or arriving aircraft have been agreed to between the
units concerned, the appropriate standard clearance shall normally be issued without prior
coordination.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 6.3.2.2.1; ICAO DOC 4444 6.5.2.2.1;
Derived from:
Reference:
10.2.14.3 When an aircraft intends to depart from an aerodrome within a control area to enter another
control area within a specified period as laid down in local instructions, coordination with the
subsequent air traffic control unit shall be effected prior to issuance of the departure clearance.

Status: Approved
Page 38 of 124
.10.2 - CLEARANCES
Derived from:
Reference:
10.2.14.4 An aircraft shall be cleared for the entire route to the aerodrome of first intended landing:
Derived from:
Reference:
a) when it has been possible, prior to departure, to coordinate the clearance between all the
units under whose control the aircraft will come; or
Derived from:
Reference:
b) when there is reasonable assurance that prior coordination will be effected between those
units under whose control the aircraft will subsequently come.
Derived from:
Reference:
Note(8): Where a clearance is issued covering the initial part of the flight solely as a means
of expediting departing traffic, the succeeding en-route clearance will be as
specified above even though the aerodrome of first intended landing is under the
jurisdiction of an area control centre other than the one issuing the en-route
clearance.
Derived from:
Reference:
10.2.14.5 When coordination as in 10.2.14.4 has not been achieved or is not anticipated, the aircraft
shall be cleared only to that point where coordination is reasonably assured; prior to reaching
such point, or at such point, the aircraft shall receive further clearance, holding instructions
being issued as appropriate.
Derived from:
Reference:
10.2.14.6 When an aircraft intends to leave a control area for flight outside controlled airspace, and will
subsequently re-enter the same or another control area, a clearance from point of departure
to the aerodrome of first intended landing may be issued. Such clearance or revisions thereto
shall apply only to those portions of the flight conducted within controlled airspace.
Derived from:
Reference:
10.2.14.7 An ATC unit may request an adjacent ATC unit to clear aircraft to a specified point during a
specified period.
Derived from:
Reference:

Status: Approved
Page 39 of 124
.10.2 - CLEARANCES
10.2.15 Responsibilities
-
10.2.15
10.2.15.1 After the initial clearance has been issued to an aircraft at the point of departure, it will be the
responsibility of the appropriate ATC unit to issue an amended clearance whenever necessary
and to issue traffic information, if required.
Derived from:
Reference:
10.2.15.2 When a flight plan specifies that the initial portion of a flight will be uncontrolled, and that the
subsequent portion of the flight will be subject to ATC, the aircraft shall be advised to obtain its
clearance from the ATC unit in whose area controlled flight will be commenced.
Derived from:
Reference:
10.2.16 Relay of Clearances

-
10.2.16
10.2.16.1 Personnel receiving clearances for transmission to aircraft shall transmit such clearances in
the exact phraseology in which they are received. In those cases where the personnel
transmitting the clearances to the aircraft do not form part of the air traffic services, it is essential
that appropriate arrangements be made to meet this requirement.
Derived from:
Reference:
10.2.17 Conditional Clearances

-
10.2.17
10.2.17.1 Conditional phrases, such as "behind landing aircraft", shall not be used for movements
affecting the active runway(s), except when the aircraft or vehicles concerned are seen by the
appropriate controller and pilot. The aircraft or vehicle causing the condition in the clearance
shall be the first aircraft/vehicle to pass in front of the other aircraft concerned. In all cases a
conditional clearance shall be given in the following order and consist of:
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Reference:
a) identification;
Derived from:
Reference:
b) the condition;
Derived from:
Reference:
c) the clearance; and

Derived from:

Status: Approved
Page 40 of 124
.10.2 - CLEARANCES
Reference:
d) brief reiteration of the condition.

Derived from:
Reference:

Status: Approved
Page 41 of 124
.10.3 - PRIORITY
10.3 Priority
-
10.3
10.3.1 Emergency Priority
-
10.3.1
10.3.1.1 An aircraft known or believed to be in a state of emergency, including being subjected to
unlawful interference, shall be given priority over other aircraft.
Derived from:
Reference:
10.3.1.2 Emergency vehicles proceeding to the assistance of an aircraft in distress shall be afforded
priority over all other surface movement traffic.
Derived from:
Reference:
10.3.2 Preferential Clearance

-
10.3.2
10.3.2.1 Whenever the pilot has requested a clearance involving priority, a report explaining the
necessity for such priority shall be submitted, if requested by the appropriate air traffic control
unit. Flights for military purposes - especially in case of identification flights - need not explain
the necessity for priority.
Derived from:
Reference: ICAO Annex 2 3.6.1.2;
10.3.3 Priority in Level Flight

-
10.3.3
10.3.3.1 An aircraft at a cruising level shall normally have priority over other aircraft requesting that
cruising level. When two or more aircraft are at the same cruising level, the preceding aircaft
shall normally have priority.
Derived from:
Reference:
10.3.4 Arrival Sequence

-
10.3.4
10.3.4.1 The approach sequence shall be established in a manner which will facilitate arrival of the
maximum number of aircraft with the least average delay. Priority shall be given to:
Derived from:
Reference:
a) an aircraft which anticipates being compelled to land because of factors affecting the safe
operation of the aircraft (engine failure, shortage of fuel, etc.);
Derived from:
Source Paragraph: 6.5.6.1.1 a
Reference:

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Page 42 of 124
.10.3 - PRIORITY
b) hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent
medical attention;
Derived from:
Source Paragraph: 6.5.6.1.1 b
Reference:
c) aircraft engaged in search and rescue operations; and

Derived from:
Source Paragraph: 6.5.6.1.1 c
Reference:
d) other aircraft as laid down in local instructions.

Derived from:
Source Paragraph: 6.5.6.1.1 d
Reference:
10.3.5 Departure Sequence

-
10.3.5
10.3.5.1 Departures shall normally be cleared in the order in which they are ready for take-off, except
that deviations may be made from this order of priority to faciiltate the maximum number of
departures with the least average delay. Factors which should be considered in relation to the
departure sequence include, inter alia:
Derived from:
Reference:
a) types of aircraft and their relative performance;

Derived from:
Reference:
b) routes to be followed after take-off;

Derived from:
Reference:
c) any specified minimum departure interval between take-offs;

Derived from:
Reference:
d) need to apply wake turbulence separation minima;

Derived from:
Source Paragraph: 7.8.1 d
Reference:
e) aircraft which should be afforded priority, and

Derived from:
Source Paragraph: 7.8.1 e
Reference:

Status: Approved
Page 43 of 124
.10.3 - PRIORITY
f) aircraft subject to ATFM requirements.

Derived from:
Source Paragraph: 7.8.1 f
Reference:
10.3.6 Landing Sequence

-
10.3.6
10.3.6.1 If an aircraft enters an aerodrome traffic circuit without proper authorization, it shall be permitted
to land if its actions indicate that it so desires. If circumstances warrant, aircraft which are in
contact with the controller may be instructed by the controller to give way so as to remove as
soon as possible the hazard introduced by such unauthorized operation. In no case shall
permission to land be withheld indefinitely.
Derived from:
Reference:
10.3.6.2 In cases of emergency it may be necessary, in the interests of safety, for an aircraft to enter a
traffic circuit and effect a landing without proper authorization. Controllers should recognize the
possibilities of emergency action and render all assistance possible.
Derived from:
Reference:
10.3.6.3 Priority shall be given to:

Derived from:
Derived from:
Source Paragraph: 7.6.3.3 a
Reference: ICAO DOC 4444 6.5.6.1.1 a;
b) hospital aircraft or aircraft carrying any sick or seriously injured persons requiring urgent
medical attention;
Derived from:
Source Paragraph: 7.6.3.3 b
Reference: ICAO DOC 4444 6.5.6.1.1 b;

Derived from:
Source Paragraph: 7.6.3.3 c
Reference: ICAO DOC 4444 6.5.6.1.1 c;

Derived from:
Source Paragraph: 7.6.3.3 d
Reference: ICAO DOC 4444 6.5.6.1.1 d;

Status: Approved
Page 44 of 124
.10.3 - PRIORITY
10.3.7 Priority Between Arriving and Departing Traffic
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10.3.7
10.3.7.1 An aircraft landing or in the final stages of an approach to land shall normally have priority over
an aircraft intending to depart from the same or an intersecting runway.
Derived from:
Reference:
10.3.8 Identification Flights

-
10.3.8
10.3.8.1 Flights with military aircraft conducted to identify aircraft under suspect to violate the Austrian
air sovereignty shall be given priority.
Derived from:
Source Paragraph:
Reference: LFG § 145a;

Status: Approved
Page 45 of 124
.10.4 - TRANSFER OF CONTROL AND COMMUNICATION
10.4 Transfer of Control and Communication
-
10.4
10.4.1 General Provisions for Transfer of Control
-
10.4.1
10.4.1.1 A controlled flight shall be under the control of only one air traffic control unit at any given time.
Derived from:
10.4.1.2 The coordination and transfer of control of a flight between successive ATC units and control
sectors shall be effected by a process comprising the following stages:
Derived from:
Reference:
a) announcement of the flight and the proposed transfer of control conditions;

Derived from:
Reference:
b) coordination of and agreement on the transfer of control conditions; and

Derived from:
Reference:
c) the transfer of control to the accepting ATC unit or control sector.

Derived from:
Reference:
10.4.1.3 ATS units should, to the extent possible, establish and apply standardized procedures for the
coordination and transfer of control of flights, in order, inter alia , to reduce the need for verbal
coordination. Such coordination procedures shall conform to the procedures contained in the
following provisions and be specified in letters of agreement and local instructions, as
applicable.
Derived from:
Reference:
10.4.1.4 The announcement of the flight shall be by a current flight plan message containing all relevant
ATS data or by an estimate message containing the proposed conditions of transfer. An
estimate message shall be used only when updated basic flight plan data is already available
at the receiving ATS unit.
Derived from:
Reference:
10.4.1.5 The transferring control unit shall communicate to the accepting control unit the appropriate
parts of the current flight plan and any control information pertinent to the transfer requested.
Derived from:

Status: Approved
Page 46 of 124
Reference:
10.4.1.6 A receiving ATS unit to whom the proposed conditions of transfer are not acceptable shall
decline to accept the aircraft as proposed and shall initiate further coordination by proposing
alternative acceptable conditions.
Derived from:
Reference:
10.4.1.7 When relevant, the accepting ATC unit shall notify the transferring ATC unit which changes to
the current flight plan are required so that the aircraft can be accepted. Where so specified in
letters of agreement between the ATC units concerned, the accepting ATC unit shall also be
required to notify the transferring unit when it is able to accept the aircraft concerned under the
conditions specified.
Derived from:
Reference:
10.4.1.8 The coordination process shall be considered to be completed as soon as the proposed
conditions contained in the current flight plan message, or in the estimate message or in one
or more counter-proposals, are accepted by an operational or logical procedure.
Derived from:
Reference:
10.4.1.9 The accepting control unit shall:

Derived from:
Reference:
a) indicate its ability to accept control of the aircraft on the terms specified by the transferring
control unit, unless by prior agreement between the two units concerned, the absence of
any such indication is understood to signify acceptance of the terms specified, or indicate
any necessary changes thereto; and
Derived from:
Reference:
b) specify any other information or clearance for a subsequent portion of the flight, which it
requires the aircraft to have at the time of transfer.
Derived from:
Reference:
10.4.1.10 Where specified in letters of agreement between the ATC units concerned, the transferring unit
shall notify the accepting unit that the aircraft is in position to be transferred, and that the
responsibility for control should be assumed by the accepting unit, either forthwith or, if a
specified transfer of control point has been established, at the time when the aircraft passes
that point. When an SSR Mode and Code is assigned to the aircraft or is otherwise known, and
the accepting unit is able to make use of these data, they shall be included in such notification.

Status: Approved
Page 47 of 124
Derived from:
Reference:
10.4.1.11 In the event that a "release" will be effected prior to the aircraft passing a designated transfer
of control point, the transferring ATC unit shall notify the accepting unit accordingly. Any release
restrictions that apply shall be specified by the transferring ATC unit.
Derived from:
Reference:
10.4.1.12 Responsibility for control of an aircraft shall not be transferred from one air traffic control unit
to another without the consent of the accepting control unit.
Derived from:
Reference:
10.4.1.13 The responsibility for the control of air traffic remains with the ATC unit in whose control area
the aircraft is operating until the time the aircraft is crossing the boundary of that control area,
even when control of one or more aircraft is exercised under delegation by other air traffic
control units. The accepting unit which is in communication with an aircraft not yet having
reached the incoming transfer of control point shall not alter the clearance of such aircraft
without the prior approval of the transferring unit.
Derived from:
Reference:
Note(9): When so agreed between the ATC units concerned, the transfer of control point
may be a point other than the control area boundary.
Derived from:
Reference:
10.4.1.14 The transfer of control shall be either explicit or, by agreement between the two units
concerned, implicit, i.e. no communication need be exchanged between the transferring and
accepting units.
Derived from:
Reference:
10.4.1.15 The accepting control unit shall notify the transferring control unit when it has established two-
way voice and/or data link communications with and assumed control of the aircraft concerned,
unless otherwise specified by agreement between the two control units concerned.
Derived from:
Reference:
10.4.1.16 When transfer of radar control is to be effected, the appropriate procedures specified in
3.4.3 , shall be applied.
Derived from:

Status: Approved
Page 48 of 124
Reference:
10.4.2 General Provisions for the Transfer of Communication
-
10.4.2
Derived from:
Reference:
10.4.2.2 When radar or ADS separation minima are being applied at the time of transfer of control, the
transfer of air-ground voice and/or data communications of an aircraft from the transferring to
the accepting ATC unit shall be made immediately after the accepting ATC unit has agreed to
assume control.
Derived from:
Reference:
10.4.2.3 A notification from the transferring ATC unit that the aircraft will be instructed or has already
been instructed to establish radio and/or data communications with the accepting unit is
required in those cases where this has been agreed between the two ATC units concerned.
Derived from:
Reference:
10.4.2.4 The accepting ATC unit shall normally not be required to notify the transferring unit that radio
and/or data communication has been established with the aircraft being transferred and that
control of the aircraft has been assumed, unless otherwise specified by agreement between
the ATC units concerned. The accepting ATC unit shall notify the transferring unit in the event
that communication with the aircraft is not established as expected.
Derived from:
Reference:
10.4.2.5 In cases where a portion of a control area is so situated that the time taken by aircraft to traverse
it is of a limited duration, agreement should be reached to provide for direct transfer of
communication between the units responsible for the adjacent control areas, provided that the
intermediate unit is fully informed of such traffic. The intermediate unit shall retain responsibility
for coordination and for ensuring that separation is maintained between all traffic within its area
of responsibility.
Derived from:
Reference:
10.4.3 Transfer of Control Between TWR and APP

-
10.4.3
10.4.3.1 The responsibility for the control of an arriving aircraft shall be transferred from the unit providing
approach control service to the aerodrome control tower, when the aircraft:
Derived from:

Status: Approved
Page 49 of 124
Reference:
a) is in the vicinity of the aerodrome, and:

Derived from:
Reference:
1) it is considered that approach and landing will be completed in visual reference to

the ground, or
Derived from:
Source Paragraph: 3.6.1.3.1 a) 1)
Reference:
2) it has reached uninterrupted visual meteorological conditions, or

Derived from:
Reference:
b) is at a prescribed point or level, as specified in letters of agreement or ATS unit

instructions; or
Derived from:
Reference:
c) has landed.
Derived from:
Reference:
Note(10): Even though there is an approach control unit, control of certain flights may be
transferred directly from an area control centre to an aerodrome control tower and
vice versa, by prior arrangement between the units concerned for the relevant part
of approach control service to be provided by the area control centre or the
aerodrome control tower, as applicable.
Derived from:
Reference:
time that clearance to land or alternative instructions can be issued to the aircraft in a timely
manner.
Derived from:
Reference:
service during IMC.
Derived from:

Status: Approved
Page 50 of 124
Reference:
Derived from:
Reference:
arriving aircraft.
Derived from:
Reference:
10.4.3.6 The responsibility for control of a departing aircraft shall be transferred from the aerodrome
control tower to the unit providing approach control service:
Derived from:
Reference:
a) when visual meteorological conditions prevail in the vicinity of the aerodrome:

Derived from:
Reference:
1) prior to the time the aircraft leaves the vicinity of the aerodrome, or
Derived from:
Reference:
2) prior to the aircraft entering instrument meteorological conditions, or

Derived from:
Reference:
3) at a prescribed point or level,

Derived from:
Reference:
as specified in letters of agreement and laid down in local instructions;

Derived from:
Reference:
b) when instrument meteorological conditions prevail at the aerodrome:

Derived from:

Status: Approved
Page 51 of 124
Reference:
1) immediately after the aircraft is airborne, or

Derived from:
Source Paragraph: 3.6.1.3.2 b) 1)
Reference:

Derived from:
Reference:
as specified in letters of agreement and laid down in local instructions.

Derived from:
Reference:
Note(11): Even though there is an approach control unit, control of certain flights may be
transferred directly from an area control centre to an aerodrome control tower and
vice versa, by prior arrangement between the units concerned for the relevant part
of approach control service to be provided by the area control centre or the
aerodrome control tower, as applicable.
Derived from:
Reference:
10.4.4 Transfer of Control Between APP and ACC

-
10.4.4
10.4.4.1 When area control service and approach control service are not provided by the same air traffic
control unit, responsibility for controlled flights shall rest with the unit providing area control
service except that a unit providing approach control service shall be responsible for the control
of:
Derived from:
Reference:
a) arriving aircraft that have been released to it by the ACC;

Derived from:
Reference:
b) departing aircraft until such aircraft are released to the ACC.

Derived from:
Reference:
10.4.4.2 A unit providing approach control service shall assume control of arriving aircraft, provided such
aircraft have been released to it, upon arrival of the aircraft at the point, level or time agreed
for transfer of control, and shall maintain control during approach to the aerodrome.
Derived from:
Reference:

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10.4.4.3 The responsibility for the control of an aircraft shall be transferred from a unit providing area
control service to a unit providing approach control service, and vice versa, at a point or time
agreed between the two units.
Derived from:
Reference:
10.4.5 Transfer of Control Between Two Units Providing Area Control Service
-
10.4.5
10.4.5.1 The responsibility for the control of an aircraft shall be transferred from a unit providing area
control service in a control area to the unit providing area control service in an adjacent control
area at the time of crossing the common control area boundary as estimated by the ACC having
control of the aircraft or at such other point, level or time as has been agreed between the two
units.
Derived from:
Reference:
10.4.6 Transfer of Control Between Control Sectors/Positions Within The Same

-
10.4.6
Air Traffic Control Unit
10.4.6.1 The responsibility for the control of an aircraft shall be transferred from one control sector/
position to another control sector/position within the same ATC unit at a point, level or time, as
specified in local instructions.
Derived from:
Reference:
10.4.6.2 Procedures for coordination and transfer of control between control sectors within the same
ATC unit shall conform to the procedures applicable to ATC units.
Derived from:
Reference:
10.4.7 Transfer of Control Between Radar and Non-radar Controlled Positions

-
10.4.7
10.4.7.1 When the control of an aircraft is to be transferred from a radar controller to a non-radar
controller, the radar controller shall ensure that non-radar separation is established between
that aircraft and any other controlled aircraft before the transfer is effected.
Derived from:
Reference:
Derived from:

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Page 53 of 124
Reference:
-
10.4.8
Derived from:
Reference:
that:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
all times;
Derived from:
Reference:
Note(12): "Instantaneous" refers to communications which effectively provide for immediate

access between controllers.
Derived from:
Reference:
Derived from:

Status: Approved
Page 54 of 124
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
instantaneously;
Derived from:
Reference:
Derived from:
Reference:

Status: Approved
Page 55 of 124
Derived from:
Reference:
controller.
Derived from:
Reference:
Derived from:
and
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
radar transfer.
Derived from:
Reference:
10.4.9 Transfer of Responsibility in the Provision of FIS

-
10.4.9

Status: Approved
Page 56 of 124
Derived from:
Reference:

Status: Approved
Page 57 of 124
.10.5 - FLIGHTPLAN
10.5 Flightplan
-
10.5
10.5.1 Submission of a Flightplan
10.5.1
-
10.5.1.1 Information relative to an intended flight or portion of a flight, to be provided to air traffic services
units, shall be in the form of a flight plan.
Derived from:
Reference: LVR Abschnitt E;
10.5.1.2 A flight plan may be filed for a complete flight or portion of a flight; for a portion of a flight in so
far as required to describe that part of the flight or those manoeuvres that are to be executed
under air traffic control.
Derived from:
Reference:
10.5.1.3 A flight plan shall be submitted:

Derived from:
Source Paragraph:
Reference: ICAO Annex 2 3.3.1.2; LVR § 25;
a) prior to operating any flight or portion thereof to be provided with air traffic control service;
Derived from:
Source Paragraph:
Reference: ICAO Annex 2 3.3.1.2 a); LVR § 25 Abs. 1, LVR §24 Abs. 1;
b) before departure for any flight across international borders, with the exception of civil VFR
flights into Germany.
Derived from:
Source Paragraph:
Reference: ICAO Annex 2 3.3.1.2 b); LVR § 25 Abs. 2;
Note(13): No flight plan is required, neither before departure nor during flight, for civil VFR
flights across the international border from Austria to Germany.
Derived from:
Source Paragraph:
Reference: ICAO Annex 2 3.3.1.2 b); LVR § 25 Abs. 2;
10.5.1.4 On the discretion of the pilot a flight plan may also be submitted for flights where the submission
of a flight plan is not compulsory.
Derived from:
Source Paragraph:
10.5.1.5 A flight plan shall be submitted before departure to an air traffic services reporting office or,
during flight, transmitted to the appropriate air traffic services unit or air-ground control radio
station, unless arrangements have been made for submission of repetitive flight plans.
Derived from:

Status: Approved
Page 58 of 124
.10.5 - FLIGHTPLAN
10.5.2 Content of a Flightplan
-
10.5.2
10.5.2.1 A flight plan shall comprise information regarding the following items:
Derived from:
a) Aircraft identification
Derived from:
b) Flight rules and type of flight

Derived from:
c) Number and type(s) of aircraft and wake turbulence category

Derived from:
d) Equipment
Derived from:
e) Departure aerodrome (see 10.5.2.1 Note(14) )

Derived from:
f) Estimated off-block time (see 10.5.2.1 Note(15) )

Derived from:
g) Cruising speed(s)
Derived from:
h) Cruising level(s)
Derived from:
i) Route to be followed

Status: Approved
Page 59 of 124
.10.5 - FLIGHTPLAN
Derived from:
j) Destination aerodrome and total estimated elapsed time

Derived from:
k) Alternate aerodrome(s)
Derived from:
l) Fuel endurance
Derived from:
m) Total number of persons on board

Derived from:
n) Emergency and survival equipment

Derived from:
o) Other information.
Derived from:
Note(14): For flight plans submitted during flight, the information provided in respect of the
departure aerodrome will be an indication of the location from which
supplementary information concerning the flight may be obtained, if required.
Derived from:
Note(15): For flight plans submitted during flight, the information to be provided in respect
of the estimated off-block time will be the time over the first point of the route to
which the flight plan relates.
Derived from:
10.5.3 Departure Message

-
10.5.3
10.5.3.1 The pilot or a designated representative is reponsible to submit without delay a departure
message to that ATS unit where the flight plan has been filed, if the flight plan has been filed

Status: Approved
Page 60 of 124
.10.5 - FLIGHTPLAN
before departure and there is no air traffic services reporting office on duty on the respective
aerodrome of departure.
Derived from:
Reference:
10.5.3.2 A departure message need not be submitted, if:

Derived from:
Reference:
a) the estimated off-block time is not exceeded by more than 15 minutes, and
Derived from:
Source Paragraph: § 29 Abs.2 1.
Reference:
b) there is no possibility for an expeditious submission of the departure message, and

Derived from:
Source Paragraph: § 29 Abs. 2 2.
Reference:
c) the information that no departure message will be submitted has been included in the flight
plan.
Derived from:
Source Paragraph: § 29 Abs. 2 3.
Reference:
10.5.3.3 If a departure message is not required in accordance with the provisions of 10.5.3.2 and the
estimated off-block time is exceeded by more than 15 minutes, the amended estimated off-
block time shall be reported without delay to that air traffic services unit where the flight plan
has been submitted.
Derived from:
Reference:
10.5.3.4 Local Procedures shall assure that a received departure message is relayed to the appropriate
ARO, respectively, that the flight plan is activated in time.
Derived from:
Source Paragraph:
Reference:
10.5.4 Adherence to Flightplan

-
10.5.4
10.5.4.1 The pilot of a controlled flight shall, except in case of inadvertent deviations from his current
flight plan, adhere to the current flight plan unless:
Derived from:
Source Paragraph:
Reference: LVR § 32 Abs. 1; LVR § 33 Abs. 1; LVR § 31; ICAO Annex 2 3.6.2.1;

Status: Approved
Page 61 of 124
.10.5 - FLIGHTPLAN
a) a request for a change has been made and clearance obtained from the appropriate air
traffic control unit, or
Derived from:
Source Paragraph:
b) an emergency situation arises which necessitates immediate action by the pilot, in which
event as soon as circumstances permit, after such emergency authority is exercised, the
appropriate air traffic services unit shall be notified of the action taken and that this action
has been taken under emergency authority.
Derived from:
Source Paragraph:
10.5.4.2 The pilot of an uncontrolled flight shall adhere to the current flight plan without significant
changes thereto unless:
Derived from:
Source Paragraph:
a) the relevant air traffic services unit has been informed accordingly, or
Derived from:
Source Paragraph:
Reference: LVR § 32 Abs. 1; LVR § 33 Abs. 1; LVR § 31 Abs. 3; ICAO Annex 2 3.6.2.1;
b) an urgent situation arises which necessitates the significant change to the current flight
plan, and prior information to the relevant air traffic services unit is not possible, in which
event the relevant air traffic services unit shall be notified as soon as circumstances
permit.
Derived from:
Source Paragraph:
Reference: LVR § 32 Abs. 1; LVR § 33 Abs. 2; LVR § 31 Abs. 3; ICAO Annex 2 3.6.2.1;
10.5.4.3 Significant changes in the context of 10.5.4.2 comprise in particular:

Derived from:
Source Paragraph: §31 Abs. 4
Reference:
a) prior departure: any change to endurance or number of persons on board;

Derived from:
Source Paragraph: §31 Abs. 4 a)
Reference:
b) during flight: any extension of the planned duration of the flight that is expected to exceed
30 minutes, or the selection of a new destination aerodrome.
Derived from:
Source Paragraph: §31 Abs. 4 b)
Reference:

Status: Approved
Page 62 of 124
.10.5 - FLIGHTPLAN
10.5.5 Closing a Flightplan
-
10.5.5
10.5.5.1 The pilot is responsible to close an existing flight plan by submitting an arrival message as soon
as practicable after landing and by the quickest means available to the nearest air traffic
services unit.
Derived from:
Source Paragraph:
Reference: LVR § 35 Abs. 3; ICAO Annex 2 3.3.5.1, 3.3.5.3;
10.5.5.2 Arrival messages made by aircraft shall contain the following elements of information:
Derived from:
Derived from:
b) departure aerodrome;
Derived from:
c) destination aerodrome (only in the case of a diversionary landing);

Derived from:
d) arrival aerodrome;
Derived from:
e) time of arrival.
Derived from:
Note(16): According to the current valid austrian law pilots are obliged to submit an arrival
message at the earliest possible moment after landing at a controlled aerodrome
in person or by radiotelephony.
Derived from:
Source Paragraph:
Reference: LVR § 35 Abs. 2; ICAO Annex 2 3.3.5.1;
10.5.5.3 An arrival Message need not be transmitted, if the pilot has indicated in the current flight plan
that no arrival message will be sent and that he renounces the triggering of alerting services
in case the aircraft is overdue.
Derived from:

Status: Approved
Page 63 of 124
.10.5 - FLIGHTPLAN
Source Paragraph:
Reference: LVR § 35 Abs. 5; Komponente atmm_vol_2_0140_0020_0050_0126__link (16.9.2004);
Note(17): Overdue in this context refers to the estimated time of arrival only and not to such
cases where the aircraft may be missing for other reasons.
Derived from:
Source Paragraph:
Reference: LVR § 35, Abs. 5;
10.5.5.4 When communication facilities at the arrival aerodrome are known to be inadequate and
alternate arrangements for the handling of arrival reports on the ground are not available, the
pilot may transmit to the appropriate ATS unit immediately prior to landing a message
comparable to an arrival message indicating the imminent landing.
Derived from:
Source Paragraph:
Reference: LVR § 35 Abs. 3; ICAO Annex 2 3.3.5.4;
10.5.5.5 Since the existence of a proper functioning telephone is mandatory on all aerodromes this
regulation is not meant for flights bound for an aerodrome as defined in LFG § 58 (i.e. only
designated aerodromes excluding other sites, outside of designated aerodromes, which may
be used for departure or landing of aircraft) and a radio message should not be accepted as a
substitute for an arrival message in such cases. However, if such message is accepted by an
air traffic services unit it shall be forwarded to that aerodrome control tower responsible for the
provision of alerting service in accordance with 13.2.5.4 . Local instructions and/or letters of
agreement shall specify whether such messages shall be forwarded either directly or via
another ATS unit serving as a relay station (e.g. the flight information centre, or an air traffic
services reporting office).
Derived from:
Source Paragraph:
Reference: LVR § 35, Abs. 3; ZFBO § 7;
10.5.5.6 Except as provided in 10.5.5.3 and 10.5.5.4 the delivery of an arrival message is mandatory
and a substitution of any kind shall not be accepted by ATS units.
Derived from:
Source Paragraph:
Reference: LVR § 35 Abs. 3; ICAO Annex 2 3.3.5; ZFBO §7;
10.5.6 Air-Filed Flightplans

-
10.5.6
10.5.6.1 A flight plan shall be submitted prior to operating any controlled flight.
Derived from:
Reference:
10.5.6.2 For other flights a flight plan shall be submitted prior departure if it is intended to cross the state
boundary. Exempted from this regulation are VFR flights of civil aircraft into Germany.
Derived from:
Reference:
10.5.6.3 Nevertheless a flight plan may be submitted on the discretion of the pilot for all flights where
the submitting of a flight plan is not compulsory.

Status: Approved
Page 64 of 124
.10.5 - FLIGHTPLAN
Derived from:
Reference:
Note(18): The term "flight plan" is used to mean variously, full information on all items
comprised in the flight plan description, covering the whole route of a flight, or
limited information required when the purpose is to obtain a clearance for a minor
portion of a flight such as to enter an area within which obtaining a clearance is
mandatory, to take off from, or to land at a controlled aerodrome.
Derived from:
Note(19): Air traffic services personnel receiving a flight plan or change thereto filed in the
air is not entitled to judge whether the flight plan has been filed legally or should
have been filed before departure. Therefore, ATS personnel shall not decline the
acceptance of an air-filed flight plan for the only reason that this flight plan should
have been filed on the ground.
Derived from:
Source Paragraph:
10.5.6.4 The first ATS unit receiving a flight plan, or change thereto, shall:
Derived from:
Reference:
a) check it for compliance with the format and data conventions;

Derived from:
Reference:
b) check it for completeness and, to the extent possible, for accuracy;

Derived from:
Reference:
c) take action, if necessary, to make it acceptable to the air traffic services;

Derived from:
Reference:
d) submit the flight plan data to the relevant ARO as prescribed in local instructions and
letters of agreement; and
Derived from:
Source Paragraph:
Reference:
e) indicate acceptance of the flight plan or change thereto, to the originator.

Derived from:

Status: Approved
Page 65 of 124
.10.5 - FLIGHTPLAN
Reference:
10.5.7 Exemptions from Flight Plan Regulations
-
10.5.7
10.5.7.1 The following types of flights are exempted from the regulations concerning flight plans as laid
down in the "Verordnung Luftverkehrsregeln" (LVR) paragraphs 24 to 35 that are described in
the preceding sections:
Derived from:
Source Paragraph:
Reference:
a) glider flights,
Derived from:
Source Paragraph:
Reference:
b) flights with hang- and paragliders,

Derived from:
Source Paragraph:
Reference:
c) parachute descents, and

Derived from:
Source Paragraph:
Reference:
d) flights with manned free balloons (see 10.5.8 for details).

Derived from:
Source Paragraph:
Reference:
10.5.8 Announcements of Flights with Manned Free Balloons

-
10.5.8
10.5.8.1 Announcements of flights with manned free balloons are equivalent to flight plans and shall
indicate:
Derived from:
Source Paragraph:
a) callsign and primary color(s) of the manned free balloon,

Derived from:
Source Paragraph: § 58 Abs. 2 a)
Reference:
b) place of ascent,
Derived from:
Source Paragraph: § 58 Abs. 2 b)
Reference:
c) estimated time of ascent,


Status: Approved
Page 66 of 124
.10.5 - FLIGHTPLAN
Derived from:
Source Paragraph: § 58 Abs. 2 c)
Reference:
d) estimated direction of flight, speed and maximum altitude,

Derived from:
Source Paragraph: § 58 Abs. 2 d)
Reference:
e) intended or probable crossings of international borders (together with an indication of the

respective part of the border, if possible),
Derived from:
Source Paragraph: § 58 Abs. 2 e)
Reference:
f) estimated elapsed time until ending of the flight,

Derived from:
Source Paragraph: § 58 Abs. 2 f)
Reference:
g) radio telephony equipment on board, if applicable (including the possible radio telephony
frequencies),
Derived from:
Source Paragraph: § 58 Abs. 2 g)
Reference:
h) number of persons on board,

Derived from:
Source Paragraph: § 58 Abs. 2 h)
Reference:
i) name of the pilot.

Derived from:
Source Paragraph: § 58 Abs. 2 i)
Reference:
10.5.8.2 The flight announcement for a manned free ballon shall be submitted to the relevant air traffic
services unit at least one hour prior the planned time of ascent.
Derived from:
Source Paragraph:
10.5.8.3 Announcements of flights with manned free balloons are not compulsory during the hours of
daylight:
Derived from:
Source Paragraph:
a) in uncontrolled airspace, or
Derived from:
Source Paragraph:

Status: Approved
Page 67 of 124
.10.5 - FLIGHTPLAN
b) in controlled airspace only if a SSR Transponder mode A and C is available and operated
on the assigned mode and code.
Derived from:
Source Paragraph:
10.5.8.4 The pilot is responsible for the submission of the actual time of ascent to the appropriate air
traffic services unit with the least possible delay, if the actual time of ascent differs from the
announced estimated time of ascent by more than 15 minutes.
Derived from:
Reference:
10.5.8.5 The pilot shall report with the least possible delay to the appropriate air traffic services unit the
end of flight, or the cancelling of the announced flight, respectively.
Derived from:
Reference:
10.5.8.6 The pilot need not report the ending of the announced flight, if indication has been given, either
in the flight announcement or via radio telephony, that he renounces the triggering of alerting
services that would otherwise have been triggered in case the manned free balloon is overdue.
Derived from:
Reference:

Status: Approved
Page 68 of 124
.10.6 - SPEED CONTROL
10.6 Speed Control
-
10.6
10.6.1 Horizontal Speed Control
-
10.6.1
10.6.1.1 When aircraft are at, or are expected to reduce to, the minimum separation applicable, speed
control techniques, including assigning Mach number, shall be applied to ensure that the
minimum distance exists throughout the period of application of the minima.
Derived from:
Reference:
10.6.1.2 In order to facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust speed
in a specified manner. Flight crews should be given adequate notice of planned speed control.
Derived from:
Reference:
Note(20): Application of speed control over a long period of time may affect aircraft fuel
reserves.
Derived from:
Reference:
10.6.1.3 The flight crew will inform the ATC unit concerned if at any time they are unable to comply with
a speed instruction. In such cases, the controller shall apply an alternative method to achieve
the desired spacing between the aircraft concerned.
Derived from:
Reference:
Note(21): When an aircraft is heavily loaded and at a high level, its ability to change speed
may, in cases, be very limited.
Derived from:
Reference:
10.6.1.4 At levels at or above 7 600 m (FL 250), speed adjustments should be expressed in multiples
of 0.01 Mach; at levels below 7 600 m (FL 250), speed adjustments should be expressed in
multiples of 20 km/h (10 knots) based on indicated airspeed (IAS).
Derived from:
Reference:
Note(22): Mach 0.01 equals approximately 11 km/h (6 kt) IAS at higher flight levels.
Derived from:
Reference:
10.6.1.5 Aircraft shall be advised when a speed control restriction is no longer required.
Derived from:

Status: Approved
Page 69 of 124
Reference:
10.6.1.6 In areas of radar coverage, separation minima may be maintained between aircraft operating
along the same track and at the same cruising level based on a combination of radar-observed
distance and the assignment of Mach speeds to both aircraft, provided the following conditions
are met:
Derived from:
Reference:
a) both aircraft are being observed on radar and no interruption to radar coverage is
anticipated; and
Derived from:
Source Paragraph: Part 1, 8.3.1a)
Reference:
b) both aircraft are assigned a Mach number and the following aircraft is assigned either the
same or a lower Mach number as that assigned to the leading aircraft.
Derived from:
Source Paragraph: Part 1, 8.3.1b)
Reference:
10.6.2 Vertical Speed Control

-
10.6.2
10.6.2.1 In order to facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust rate of
climb or rate of descent. Vertical speed control may be applied between two climbing aircraft
or two descending aircraft in order to establish or maintain a specific vertical separation
minimum.
Derived from:
Reference:
Derived from:
10.6.2.3 The flight crew will inform the ATC unit concerned if unable, at any time, to comply with a
specified rate of climb or descent. In such cases, the controller shall apply an alternative method
to achieve an appropriate separation minimum between aircraft, without delay.
Derived from:
Reference:
10.6.2.4 Aircraft shall be advised when a rate of climb/descent restriction is no longer required.
Derived from:

Status: Approved
Page 70 of 124
Reference:
10.6.3 Restrictions to Speed Control

-
10.6.3
10.6.3.1 Speed adjustments should be limited to those necessary to establish and/or maintain a desired
separation minimum or spacing. Instructions involving frequent changes of speed, including
alternate speed increases and decreases, should be avoided.
Derived from:
Reference:
10.6.3.2 Vertical speed adjustments should be limited to those necessary to establish and/or maintain
a desired separation minimum. Instructions involving frequent changes of climb/descent rates
should be avoided.
Derived from:
Reference:
10.6.3.3 Horizontal speed control shall not be applied to aircraft entering or established in a holding
pattern.
Derived from:
Reference:
10.6.3.4 Vertical speed control shall not be applied between aircraft entering or established in a holding
pattern.
Derived from:
Reference:
10.6.4 Application Methods of Speed Control

-
10.6.4
10.6.4.1 In order to maintain a desired spacing using speed control techniques, specific speeds need
to be assigned to all the aircraft concerned.
Derived from:
Reference:
Note(23): The true airspeed (TAS) of an aircraft will decrease during descent when
maintaining a constant IAS. When two descending aircraft maintain the same IAS,
and the leading aircraft is at the lower level, the TAS of the leading aircraft will be
lower than that of the following aircraft. The distance between the two aircraft will
thus be reduced, unless a sufficient speed differential is applied. For the purpose
of calculating a desired speed differential between two succeeding aircraft, 11 km/
h (6 kt) IAS per 300 m (1 000 ft) height difference may be used as a general rule.
At levels below 2 450 m (FL 80) the difference between IAS and TAS is negligible
for speed control purposes.
Derived from:
Reference:

Status: Approved
Page 71 of 124
10.6.4.2 In order to establish a desired spacing between two or more successive aircraft, the controller
should first either reduce the speed of the last aircraft, or increase the speed of the lead aircraft,
then adjust the speed(s) of the other aircraft in order.
Derived from:
Reference:
Note(24): Time and distance required to achieve a desired spacing will increase with higher
levels, higher speeds, and when the aircraft is in a clean configuration.
Derived from:
Reference:
10.6.4.3 In applying vertical speed control, the controller should ascertain to which level(s) climbing
aircraft can sustain a specified rate of climb or, in the case of descending aircraft, the specified
rate of descent which can be sustained, and shall ensure that alternative methods of
maintaining separation can be applied in a timely manner, if required.
Derived from:
Reference:
Note(25): Controllers need to be aware of aircraft performance characteristics and

limitations in relation to a simultaneous application of horizontal and vertical speed
limitations.
Derived from:
Reference:
10.6.4.4 An aircraft may be instructed to expedite climb or descent as appropriate to or through a

specified level, or may be instructed to reduce its rate of climb or rate of descent.
Derived from:
Reference:
10.6.4.5 Climbing aircraft may be instructed to maintain a specified rate of climb, a rate of climb equal
to or greater than a specified value or a rate of climb equal to or less than a specified value.
Derived from:
Reference:
10.6.4.6 Descending aircraft may be instructed to maintain a specified rate of descent, a rate of descent
equal to or greater than a specified value or a rate of descent equal to or less than a specified
value.
Derived from:
Reference:

Status: Approved
Page 72 of 124
Derived from:
10.6.4.8 To reduce coordination requirements, controllers, when applying speed control, shall require
pilots to report the assigned horizontal or vertical speed upon initial contact. Once pilots have
been assigned a Mach number and instructed to report the assigned Mach number on initial
contact, they should continue to make such report(s) on each initial contact until advised by
ATC to discontinue.
Derived from:
Reference:
10.6.4.9 Instructed speeds shall be entered on the flight progress strip as prescribed in 5.6.5 .
Derived from:
Source Paragraph:
Reference:
10.6.5 Speed Control for Descending and Arriving Aircraft

-
10.6.5
10.6.5.1 An aircraft should, when practicable, be authorized to absorb a period of notified terminal delay
by cruising at a reduced speed for the latter portion of its flight.
Derived from:
Reference:
10.6.5.2 Speed reductions to less than 460 km/h (250 knots) IAS for turbojet aircraft during initial descent
from cruising level should be applied only with the concurrence of the flight crew.
Derived from:
Reference:
10.6.5.3 Instructions for an aircraft to simultaneously maintain a high rate of descent and reduce its
speed should be avoided as such manoeuvres are normally not compatible. Any significant
speed reduction during descent may require the aircraft to temporarily level off to reduce speed
before continuing descent.
Derived from:
Reference:
10.6.5.4 An arriving aircraft may be instructed to maintain its "maximum speed", "minimum clean speed",
"minimum speed", or a specified speed.
Derived from:
Reference:

Status: Approved
Page 73 of 124
Note(26): "Minimum clean speed" signifies the minimum speed at which an aircraft can be
flown in a clean configuration, i.e. without deployment of lift-augmentation devices,
speed brakes or landing gear.
Derived from:
Reference:
10.6.5.5 Arriving aircraft should be permitted to operate in a clean configuration for as long as possible.
Below 4 550 m (FL 150), speed reductions for turbojet aircraft to not less than 410 km/h (220
knots) IAS, which will normally be very close to the minimum speed of turbojet aircraft in a clean
configuration, may be used.
Derived from:
Reference:
10.6.5.6 Only minor speed reductions not exceeding plus/minus 40 km/h (20 knots) IAS should be used
for aircraft on intermediate and final approach.
Derived from:
Reference:
10.6.5.7 Speed control should not be applied to aircraft after passing a point 7 km ( 4 NM) from the
threshold on final approach.
Derived from:
Reference:
Note(27): Speed control in this context does not include the instruction to reduce to minimum
approach speed issued by an aerodrome control tower.
Derived from:
Source Paragraph:
Reference: ICAO 4444, 4.6.3.7;

Status: Approved
Page 74 of 124
.10.7 - AREA NAVIGATION (RNAV)
10.7 Area Navigation (RNAV)
-
10.7
10.7.1 Applicability
-
10.7.1
10.7.1.1 RNP as a concept applies to navigation performance within an airspace and therefore affects
both the airspace and the aircraft. RNP is intended to characterize an airspace through a
statement of the navigation performance accuracy (RNP type) to be achieved within the
airspace. The RNP type is based on a navigation performance accuracy value that is expected
to be achieved at least 95 per cent of the time by the population of aircraft operating within the
airspace.
Derived from:
Reference:
Note(28): RNP is a navigation requirement and is only one factor to be used in the
determination of required separation minima. RNP alone cannot and should not
imply or express any separation standard or minima.
Derived from:
Reference:
10.7.1.2 RNAV equipment with RNP 5 capability is mandatory for IFR flights within FIR Wien above
FL195. State aircraft are exempted from this requirement.
Derived from:
Source Paragraph: DN ATMM 40/05
Reference:
10.7.1.3 The handling of aircraft not fulfilling the requirements for RNAV capability shall not impair the
sector capacity. To this end, the requested flight levels of other aircraft fulfilling these
requirements shall be given priority.
Derived from:
Reference:
10.7.1.4 Other non-RNAV equipped IFR flights shall be cleared via levels and routings where RNAV
capability is not required.
Derived from:
Reference:
10.7.2 Special ATS Procedures in RNP Airspace

-
10.7.2
10.7.2.1 ATC may clear an aircraft to fly parallel offset from an assigned route by a stated distance.
Derived from:
Source Paragraph:
10.7.2.2 Before issuing a clearance to fly parallel offset, controllers must ensure that the aircraft has the
offset capability as part of its RNAV system.
Derived from:

Status: Approved
Page 75 of 124
Source Paragraph:
10.7.2.3 The execution of the manoeuvre and the subsequent navigation of the aircraft remains the
responsibility of the pilot. ATC is responsible to provide continuous radar monitoring.
Derived from:
Source Paragraph:
10.7.2.4 When an IFR flight is cleared to fly parallel offset, the radar controller shall issue clearances
such that the prescribed obstacle clearance will exist at all times until the aircraft reaches the
centerline of the ATS route to be continued on.
Derived from:
Source Paragraph:
10.7.3 Failure or Downgrading of the RNAV System

-
10.7.3
10.7.3.1 When an aircraft cannot meet the requirements for RNP airspace, as required by the RNAV
route or procedure, as a result of a failure or degradation of the RNAV system, a revised
clearance will be requested by the pilot.
Derived from:
Reference:
10.7.3.2 Subsequent ATC action following a failure or degradation of the RNAV system will be
dependent upon the nature of the reported failure and the overall traffic situation. Continued
operation in accordance with the current ATC clearance may be possible in many situations.
When this cannot be achieved, a revised clearance, as specified in 10.7.3.3 and 10.7.3.4 ,
may be required to revert to VOR/DME navigation.
Derived from:
Reference:
following coordination procedures shall apply:
Derived from:
Source Paragraph:
a) Computer-assisted coordination of estimate messages. In the case of automated

messages not containing the information provided in Item 18 of the flight plan, the sending
ATC unit shall inform the receiving ATC unit by supplementing the ACT message verbally
with the phrase "RNAV OUT OF SERVICE" after the call sign of the aircraft concerned.
Derived from:
b) Verbal coordination of estimate messages. When a verbal coordination process is being

used, the sending ATC unit shall include the phrase "RNAV OUT OF SERVICE" at the
end of the message.

Status: Approved
Page 76 of 124
Derived from:
departure, the aircraft cannot meet the requirements, the following ATC procedures are
applicable.
Derived from:
Source Paragraph:
Reference: ICAO DOC 7030 18.6.6.1.3; ICAO DOC 7030 18.6.6.1;
a) aircraft should be routed via VOR/DME defined ATS routes; or

Derived from:
b) if no such routes are available, aircraft should be routed via conventional navigation aids,
i.e. VOR/DME; or
Derived from:
c) when the above procedures are not feasible, the ATC unit should, where practicable,
provide the aircraft with radar vectors until the aircraft is capable of resuming its own
navigation.
Derived from:
d) individual procedures may be applied on the condition that the sector capacity shall not
be impaired.
Derived from:
Reference:
Note(29): Aircraft routed in accordance with a) or b) may, where practicable, require

continuous radar monitoring by the ATC unit concerned.
Derived from:
10.7.3.5 With respect to the degradation/failure in flight, of an aircraft's RNAV system, while the aircraft
is operating on an arrival or departure procedure requiring the use of RNAV,
Derived from:
Reference:
a) the aircraft should be provided with radar vectors until the aircraft is capable of resuming
its own navigation, or
Derived from:

Status: Approved
Page 77 of 124
Reference:
b) the aircraft should be routed by conventional navigation aids, i.e. VOR/DME.

Derived from:
Reference:
10.7.3.6 If an aircraft cannot meet the requirements for RNP airspace due to a failure or degradation of
the RNAV system that is detected before departure from an aerodrome where it is not
practicable to effect a repair, the aircraft concerned should be permitted to proceed to the
nearest suitable aerodrome where the repair can be made. When granting clearance to such
aircraft, ATC should take into consideration the existing or anticipated traffic situation and may
have to modify the time of departure, flight level or route of the intended flight. Subsequent
adjustments may become necessary during the course of the flight.
Derived from:
Reference:
10.7.3.7 If it is necessary for ATC to intervene, to prevent an aircraft from straying from its cleared route,
e.g. due to aircraft system failure, navaid out-of-tolerance conditions or blunder errors, sufficient
assistance should be provided to enable the aircraft to regain the route centre line and/or
proceed to the next way-point.
Derived from:
Reference:
10.7.4 Procedures for State Aircraft

-
10.7.4
10.7.4.1 Within TMAs, State aircraft may only be routed via RNAV terminal area procedures if they are
equipped with the appropriate RNAV equipment.
Derived from:
Reference:
10.7.4.2 For such aircraft operating en route, the following procedures apply:
Derived from:
Reference:
a) State aircraft should be routed via VOR/DME-defined ATS routes; or

Derived from:
Reference:
b) if no such routes are available, State aircraft should be routed via conventional navigation
aids, i.e. VOR/DME.
Derived from:
Reference:

Status: Approved
Page 78 of 124
Note(30): State aircraft routed in accordance with a) or b) above may require continuous
radar monitoring by the ATC unit concerned.
Derived from:
Reference:
10.7.4.3 When the above procedures cannot be applied, the ATC unit shall provide State aircraft with
radar vectors until the aircraft is capable of resuming its own navigation.
Derived from:
Reference:
10.7.5 RNAV Contingency Procedures

-
10.7.5
10.7.5.1 ATC should be made aware whenever it is impossible for an aircraft to maintain its navigation
performance accuracy appropriate to the RNP airspace being used.
Derived from:
Reference:
10.7.5.2 Air traffic controllers should take appropriate action to provide increased separation, as well as
to coordinate with other ATC units as appropriate, when informed that the flight is not able to
maintain the required navigation performance accuracy.
Derived from:
Reference:

Status: Approved
Page 79 of 124
.10.8 - VERTICAL POSITION OF AIRCRAFT
10.8 Vertical Position of Aircraft
-
10.8
10.8.1 Principles of Vertical Positioning
-
10.8.1
10.8.1.1 The methods used for the provision of adequate vertical separation between aircraft and
adequate terrain clearance during all phases of a flight are based on the following basic
principles:
Derived from:
Source Paragraph: Part VI Introduction
Reference:
a) During flight, when at or below a fixed altitude called the transition altitude, an aircraft is
flown at altitudes determined from an altimeter set to sea level pressure (QNH) and its
vertical position is expressed in terms of altitude.
Derived from:
Source Paragraph: Part VI Introduction
Reference:
b) During flight above the transition altitude an aircraft is flown along surfaces of constant
atmospheric pressure based on an altimeter setting of 1013,2 hPa and throughout this
phase of a flight the vertical position of an aircraft is expressed in terms of flight levels.
Where no transition altitude has been established for the area, aircraft in the enroute
phase shall be flown at a flight level.
Derived from:
Source Paragraph: Part VI Introduction b)
Reference:
c) The change in reference from altitude to flight levels, and vice versa, is made, when
climbing, at the transition altitude and, when descending, at the transition level.
Derived from:
Source Paragraph: Part VI Introduction c)
Reference:
d) The adequacy of terrain clearance during any phase of a flight may be maintained in any
of several ways, depending upon the facilities available in a particular area, the
recommended methods in the order of preference being:
Derived from:
Source Paragraph: Part VI Introduction d)
Reference:
1) the use of current QNH reports from an adequate network of QNH reporting stations;
Derived from:
Source Paragraph: Part VI Introduction d)1)
Reference:
2) the use of such QNH reports as are available combined with other meteorological
information such as forecast lowest mean sea level pressure for the route or portions
thereof; and
Derived from:
Reference:

Status: Approved
Page 80 of 124
3) where relevant current information is not available, the use of values of the lowest
altitudes of flight levels, derived from climatological data.
Derived from:
Reference:
e) During the approach to land terrain clearance may be determined by using the QNH
altimeter setting (giving altitude) or a QFE setting (giving height above the QFE datum).
Derived from:
Source Paragraph: Part VI Introduction e)
Reference:
10.8.1.2 A QFE altimeter setting, clearly identified as such, shall be made available on request.
Derived from:
Source Paragraph: Part VI 1.4.2
Reference:
10.8.1.3 Flight level zero shall be located at the atmospheric pressure level of 1013,2 hPa. Consecutive
flight levels shall be separated by a pressure interval corresponding to at least 500 ft in the
standard atmosphere.
Derived from:
Source Paragraph: Part VI 1.1.1.1
Reference:
Note(31): This does not preclude reporting intermediate levels in increments of 30 m (100
ft).
Derived from:
Source Paragraph: Part VI 1.1.1.1 Note
Reference:
10.8.2 Expression of Vertical Position

-
10.8.2
10.8.2.1 For flights in the vicinity of aerodromes and within terminal control areas the vertical position
of aircraft shall, except as provided for in 10.8.2.2 , be expressed in terms of altitudes at or
below the transition altitude and in terms of flight levels at or above the transition level. While
passing through the transition layer, vertical position shall be expressed in terms of flight levels
when climbing and in terms of altitudes when descending.
Derived from:
Reference:
10.8.2.2 When an aircraft which has been given clearance to land is completing its approach using
atmospheric pressure at aerodrome elevation (QFE), the vertical position of the aircraft shall
be expressed in terms of height above aerodrome elevation during that portion of its flight for
which QFE may be used, except that it shall be expressed in terms of height above runway
threshold elevation:
Derived from:

Status: Approved
Page 81 of 124
Reference:
a) for instrument runways, if the threshold is 2 metres (7 feet) or more below the aerodrome
elevation, and
Derived from:
Reference:
b) for precision approach runways.

Derived from:
Reference:
10.8.2.3 For flights en route the vertical position of aircraft shall be expressed in terms of:
Derived from:
Reference:
a) flight levels at or above the lowest usable flight level;

Derived from:
Reference:
b) altitudes below the lowest usable flight level;

Derived from:
Reference:
except where a transition altitude has been established for a specified area, in which case the
provisions of 10.8.2.1 shall apply.
Derived from:
Reference:
10.8.3 Minimum Flight Altitudes

-
10.8.3
10.8.3.1 The minimum flight altitudes determined by Austria provide the following minimum clearance
above the controlling obstacle located within the areas concerned:
Derived from:
Reference:
a) at least 1000 ft (300 m) at terrain elevations up to 6000 ft MSL,

Derived from:
Reference:
b) at least 1500 ft (450 m) at terrain elevations from 6000 ft MSL up to 10000 ft MSL, and
Derived from:

Status: Approved
Page 82 of 124
Reference:
c) at least 2000 ft (600 m) at terrain elevations above 10000 ft MSL.

Derived from:
Reference:
10.8.4 Altimeter Setting Information

-
10.8.4
10.8.4.1 Appropriate ATS units shall at all times have available for transmission to aircraft in flight, on
request, the information required to determine the lowest flight level which will ensure adequate
terrain clearance on routes or segments of routes for which this information is required.
Derived from:
Reference:
10.8.4.2 Flight information centres and ACCs shall have available for transmission to aircraft on request
an appropriate number of QNH reports or forecast pressures for the FIRs and control areas for
which they are responsible, and for those adjacent.
Derived from:
Reference:
10.8.4.3 The flight crew shall be provided with the transition level in due time prior to reaching it during
descent. This may be accomplished by voice communications, ATIS broadcast or data link.
Derived from:
Reference:
Derived from:
Reference:
10.8.4.5 QNH altimeter setting shall be made available to aircraft in approach clearances and in
clearances to enter the traffic circuit.
Derived from:
Reference:
10.8.4.6 A QNH altimeter setting shall be made available to aircraft in taxi clearances prior to take-off.
Derived from:
Reference:
10.8.4.7 Altimeter settings provided to aircraft shall be rounded down to the nearest lower whole
hectopascal.

Status: Approved
Page 83 of 124
Derived from:
Reference:
10.8.4.8 A QFE altimeter setting, clearly identified as such, shall be made available on request.
Derived from:
Reference:
10.8.5 Flight Level / Altitude Transition

-
10.8.5
10.8.5.1 The transition level shall be the lowest flight level available for use above the transition altitude
established for the aerodrome(s) concerned.
Derived from:
Reference:
10.8.5.2 The flight crew shall be provided with the transition level in due time prior to reaching it during
descent. This may be accomplished by voice communications, ATIS broadcast or data link.
Derived from:
Reference:
Derived from:
Reference:
10.8.5.4 The vertical position of aircraft when at or below the transition altitude shall be expressed in
terms of altitude, whereas such position at or above the transition level shall be expressed in
terms of flight levels. While passing through the transition layer, vertical position shall be
expressed in terms of flight levels when ascending and in terms of altitude when descending.
Derived from:
Reference:
10.8.5.5 The vertical positioning of aircraft during climb shall be by reference to altitudes until reaching
the transition altitude above which vertical positioning shall be by reference to flight levels.
Derived from:
Reference:
10.8.6 Assignment of Cruising Levels for Controlled Flights

-
10.8.6
10.8.6.1 Cruising levels below the minimum flight altitudes shall not be assigned.
Derived from:

Status: Approved
Page 84 of 124
Reference:
10.8.6.2 ATC units shall determine the lowest usable flight level or levels for the whole or parts of the
control area for which they are responsible, and use it when assigning flight levels and pass it
to pilots on request.
Derived from:
Reference:
Note(32): The lowest usable flight level is that flight level which corresponds to, or is
immediately above, the established minimum flight altitude.
Derived from:
Reference:
Note(33): The objectives of the air traffic control service do not include prevention of collision
with terrain. The procedures prescribed in this document do not relieve the pilots
of their responsibility to ensure that any clearances issued by air traffic control
units are safe in this respect, except when an IFR flight is vectored by radar, is
given a direct routing which takes the aircraft off an ATS route or is cleared to fly
parallel offset.
Derived from:
Reference:
10.8.6.3 The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms
of:
Derived from:
Reference:
a) flight levels, for flights at or above the lowest usable flight level or, where applicable, above
the transition altitude;
Derived from:
Reference:
b) altitudes, for flights below the lowest usable flight level or, where applicable, at or below
the transition altitude.
Derived from:
Reference:
10.8.6.4 Vertical separation of aircraft during en-route flight at and below the transition altitude shall be
assessed in terms of altitude.
Derived from:
Reference:
10.8.6.5 Vertical separation of aircraft during en-route flight above the transition altitude shall be
assessed in terms of flight levels.

Status: Approved
Page 85 of 124
Derived from:
Reference:
10.8.6.6 When an aircraft has been cleared into a control area at a cruising level which is below the
established minumum cruising level for a subsequent portion of the route, the ATC unit
responsible for the area should issue a revised clearance to the aircraft even though the pilot
has not requested the necessary cruising level change.
Derived from:
Reference:
10.8.6.7 Except when traffic conditions and coordination procedures permit authorization of cruise climb,
an ATC unit shall normally authorize only one level for an aircraft beyond its control area, i.e.
that level at which the aircaft will enter the next control area whether contiguous or not. It is the
responsibility of the accepting ATC unit to issue clearance for further climb as appropriate.
When relevant, aircraft will be advised to request en route any cruising level changes desired.
Derived from:
Reference:
10.8.6.8 Aircraft authorized to employ cruise climb techniques shall be cleared to operate between two
levels or above a level.
Derived from:
Reference:
10.8.6.9 An aircraft may be cleared to change cruising level at a specified time, place or rate.
Derived from:
Reference:
10.8.6.10 In so far as practicable, cruising levels of aircraft flying to the same destination shall be assigned
in a manner that will be correct for an approach sequence at destination.
Derived from:
Reference:
10.8.6.11 An aircraft at a cruising level shall normally have priority over other aircraft requesting that
cruising level. When two or more aircraft are at the same cruising level, the preceding aircaft
shall normally have priority.
Derived from:
Reference:
10.8.7 Assignment of Levels for Arriving Flights

-
10.8.7

Status: Approved
Page 86 of 124
Derived from:
Reference:
waypoint; or
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
10.8.7.2 Levels at a holding fix or visual holding location shall as far as practicable be assigned in a
manner that will facilitate clearing each aircraft to approach in its proper priority. Normally, the
first aircraft to arrive over a holding fix or visual holding location should be at the lowest level,
with following aircraft at successively higher levels.
Derived from:
Reference:
10.8.7.3 When extended holding is anticipated, turbojet aircraft should, when practicable, be permitted
to hold at higher levels in order to conserve fuel, whilst retaining their order in the approach
sequence.
Derived from:
Reference:
10.8.7.4 The vertical positioning of aircraft during approach shall be controlled by reference to flight
levels until reaching the transition level below which vertical positioning shall be by reference
to altitudes.
Derived from:
Reference:
Note(34): This does not preclude a pilot using a QFE setting for terrain clearance purposes
during the final approach to the runway.
Derived from:

Status: Approved
Page 87 of 124
Source Paragraph: Part VI 1.4.3 Note
Reference:
10.8.7.5 After approach clearance has been issued and the descent to land is commenced, the vertical
positioning of an aircraft above the transition level may be by reference to altitudes (QNH)
provided that level flight above the transition altitude is not indicated or anticipated.
Derived from:
Reference:
Note(35): This is intended to apply primarily to turbine engine aircraft for which an
uninterrupted descent from a high altitude is desirable and to aerodromes
equipped to control such aircraft by reference to altitudes throughout the descent.
Derived from:
Source Paragraph: Part VI 1.4.3.1 Note
Reference:
10.8.8 Communication of Levels

-
10.8.8
10.8.8.1 If the level of an aircraft is communicated in relation to standard pressure 1013.2 hPa, the words
"FLIGHT LEVEL" shall precede the level figures.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 12.2.5 Note;
10.8.8.2 If the level of an aircraft is communicated in relation to QNH/QFE, the figure shall be followed
by the word "METRES" or "FEET" as appropriate.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 12.2.5 Note;
10.8.8.3 Altimeter settings and level instructions shall always be read back:
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 12.2.5 Note; ICAO Annex 11 3.7.3.1 c;
a) by the pilot, during air-ground communication, or

Derived from:
Source Paragraph:
b) by the controller during coordination.

Derived from:
Source Paragraph:
10.8.8.4 Transition levels shall always be read back, whether issued by the controller or contained in
ATIS broadcasts.
Derived from:
Source Paragraph:

Status: Approved
Page 88 of 124
10.8.8.5 In air-ground communications the vertical position of an aircraft during en-route flight shall be
expressed in terms of altitude when the aircraft is operating at or below the transition altitude
and flight levels when the aircraft is operating above the transition altitude.
Derived from:
Reference:
10.8.8.6 Altimeter settings provided to aircraft shall be rounded down to the nearest lower whole
hectopascal.
Derived from:
Reference:

Status: Approved
Page 89 of 124
.10.9 - IN-FLIGHT REPORTING
10.9 In-Flight Reporting
-
10.9
10.9.1 Position Reporting Requirements
10.9.1
-
10.9.1.1 A voice position report shall be made by a controlled flight when over, or as soon as possible
after passing, each compulsory reporting point, to the appropriate ATS unit, except as provided
for in 10.9.1.2 . Additional reports over other points may be requested by the appropriate ATS
unit.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 4.11.1.1, 4.11.1.3; LVR § 39; AIP Austria ENR 1 - 3.1; ICAO ANNEX 2 3.6.3;
10.9.1.2 Voice position reports of IFR flights may be omitted, provided that the aircraft has been radar
identified and no contrary instruction has been issued by ATC.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 4.11.1.1, 4.11.1.3; LVR § 39; AIP Austria ENR 1 - 3.1; ICAO ANNEX 2 3.6.3;
10.9.1.3 Controlled flights providing position information to the appropriate air traffic services unit via
data link communications shall only provide voice position reports when requested.
Derived from:
Reference:
10.9.2 Contents of Voice Position Reports

10.9.2
-
10.9.2.1 Voice position reports shall contain the following elements of information, in the order listed:
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 4.11.2.1; ICAO DOC 7030 4.4.1.2; AIP Austria ENR 1 - 3.1;
1) aircraft identification,
Derived from:
Source Paragraph:
2) position,
Derived from:
Source Paragraph:
3) SSR-code or, if a functioning SSR transponder is not available, time, and

Derived from:
Source Paragraph:
4) flight level or altitude, including passing level and cleared level if not maintaining the
cleared level
Derived from:
Source Paragraph: 4.11.2.1 4)

Status: Approved
Page 90 of 124
Reference:
10.9.2.2 The initial call of an IFR flight after changing a radio frequency shall contain only:
Derived from:
Source Paragraph:
1) aircraft identification,
Derived from:
Source Paragraph:
2) flight level or altitude, including passing level and cleared level if not maintaining the
cleared level
Derived from:
Reference:
10.9.3 Reporting of Meteorological Information

-
10.9.3
10.9.3.1 Aircraft flying in european airspace are obliged to make the following reports:
Derived from:
Reference: ICAO Doc 7030 Part 4;
a) Special air-reports whenever specified meteorological conditions (see 15.8.2.3 ) are

encountered or observed; and
Derived from:
Source Paragraph:
b) Non-routine air-reports whenever meteorological conditions are encountered that are not
on the list of criteria for special air-reports (see 15.8.2.3 ) and which, in the opinion of the
pilot-in-command, may affect the safety or markedly affect the efficiency of other aircraft
operations (e.g. wind shear).
Derived from:
Source Paragraph:
Reference: ICAO DOC 9377 4.2.22 1. Satz; ICAO Annex 3 5.6;
10.9.3.2 On receipt of an air-report by an ATS unit, the ATS unit shall:

Derived from:
Source Paragraph:
Reference: ICAO Annex 3 5.8, 5.8 a);
a) relay the report without delay to their associated meteorological office,

Derived from:
Source Paragraph:
Reference: ICAO Annex 3 5.8, 5.8 a); DN ATMM 29/04;
Note(36): The associated meteorological office for ACC/FIC is the meteorological watch
office Wien.

Status: Approved
Page 91 of 124
Derived from:
Source Paragraph:
b) forward the report to adjacent ATS units as necessary, and

Derived from:
Source Paragraph:
c) ensure that the air-report is passed on to all aircraft concerned without delay.
Derived from:
Source Paragraph:
10.9.3.3 Air-reports shall be treated as the equivalent of SIGMETs until such time that a corresponding
SIGMET message, Special AIREP message or PIREP message, superseding the original air-
report, is received.
Derived from:
Source Paragraph: 4.2.15 2. Satz
Reference:
10.9.3.4 When receiving special air-reports by data link communications, air traffic services units shall
forward them without delay to their associated meteorological watch office and the WAFCs.
Derived from:
Reference:

Status: Approved
Page 92 of 124
.10.10 - TRAFFIC INFORMATION
10.10 Traffic Information
-
10.10
10.10.1 Application of Traffic Information
-
10.10.1
10.10.1.1 Traffic information shall be given to known aircraft as far as practicable, whenever
circumstances arise which, in the opinion of the person providing air traffic services to this flight,
might constitute a collision hazard to the known aircraft concerned.
This shall apply especially but not exclusively for:
Derived from:
Source Paragraph:
Reference:
a) essential traffic including essential local traffic,

Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 5.10.1.2; ICAO DOC 4444 7.3.1.3;
b) identified flights in a radar environment,

Derived from:
Source Paragraph:
c) action in case of an ACAS resolution advisory.

Derived from:
Source Paragraph:
10.10.1.2 The use of radar in the provision of air traffic services does not restrict the personnel to the
issuance of collision hazard information based on radar derived information only. Where the
situation warrants, traffic information based on other sources of information shall be issued as
applicable.
Derived from:
Source Paragraph:
Reference:
10.10.1.3 Traffic information shall include the following elements of information as applicable:
Derived from:
Source Paragraph:
Reference:
a) identification of the aircraft to which the information is transmitted;

Derived from:
Reference:
b) the words TRAFFIC IS or ADDITIONAL TRAFFIC IS;

Derived from:
Reference:

Status: Approved
Page 93 of 124
c) description of the traffic in terms that will facilitate recognition by the pilot, e.g. type, speed
category, colour , type of vehicle, number of persons, etc.;
Derived from:
Source Paragraph:
Reference:
d) position of the traffic as applicable in the circumstances, e.g. relative bearing and distance,
actual or estimated position in relation to a well-known geographical point, etc.;
Derived from:
Source Paragraph:
Reference:
e) (apparent) direction of movement of the traffic;

Derived from:
Source Paragraph:
Reference:
f) level of the traffic, if applicable.

Derived from:
Source Paragraph:
Reference:
10.10.1.4 The order of elements in a traffic information message as provided above and in the following
special applications (essential traffic information, essential local traffic information, radar
collision hazard information) shall not be considered mandatory.
Derived from:
Source Paragraph:
Reference:
Note(37): Circumstances may necessitate that single elements deemed to be important for
avoiding a collision hazard are provided earlier than indicated in the listed order
of elements.
Derived from:
Source Paragraph:
Reference:
10.10.2 Essential Traffic Information

-
10.10.2
Derived from:
Reference:
Derived from:

Status: Approved
Page 94 of 124
Reference:
Note(38): This information will inevitably relate to controlled flights cleared subject to
maintaining own separation and remaining in visual meteorological conditions and
also whenever the intended separation minimum has been infringed.
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:

Status: Approved
Page 95 of 124
Derived from:
Reference:
10.10.2.4 Whenever such messages are transmitted they shall contain the following text:
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
c) direction of flight of aircraft concerned;

Derived from:
Reference:
d) type of aircraft concerned;

Derived from:
Reference:
e) cruising level of aircraft concerned and ETA for the significant point nearest to where the
aircraft will cross levels.
Derived from:
Reference:
10.10.3 Essential Local Traffic Information

-
10.10.3
10.10.3.1 Essential local traffic shall be considered to consist of any aircraft, vehicle or personnel on or
constitute a hazard to the aircraft concerned.
Derived from:
Reference:
10.10.3.2 Information on essential local traffic known to the controller shall be transmitted without delay
to departing and arriving aircraft concerned.

Status: Approved
Page 96 of 124
Derived from:
Reference:
Note(41): Essential local traffic in this context consists of any aircraft, vehicle or personnel
on or near the runway to be used, or traffic in the take-off and climb-out area or
the final approach area, which may constitute a collision hazard to a departing or
arriving aircraft.
Derived from:
Reference:
10.10.3.3 Information on essential local traffic shall be issued in a timely manner, either directly or through
the unit providing approach control service when, in the judgement of the aerodrome controller,
such information is necessary in the interests of safety, or when requested by aircraft.
Derived from:
Reference:
10.10.3.4 Essential local traffic shall be described so as to be easily identified.

Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
b) the words TRAFFIC IS or ADDITIONAL TRAFFIC IS, if necessary;

Derived from:
Reference:
c) description of the essential local traffic in terms that will facilitate recognition of it by the
pilot, e.g. type, speed category and/or colour of aircraft, type of vehicle, number of
persons, etc.;
Derived from:
Reference:
d) position of the essential local traffic relative to the aircraft concerned, and direction of
movement.
Derived from:
Reference:

Status: Approved
Page 97 of 124
10.10.4 Collision Hazard Information Based on Radar
-
10.10.4
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
following form:
Derived from:
Reference:

Derived from:
Reference:

Status: Approved
Page 98 of 124
Derived from:
Reference:

Derived from:
Reference:
or fast.
Derived from:
Reference:
Derived from:
Reference:
accordingly.
Derived from:
Reference:
10.10.5 Traffic Information in Uncontrolled Airspace

-
10.10.5
10.10.5.1 Due to the factors influencing the nature of the flight information services, and particularly the
question of provision of information on possible collision hazards to aircraft operating outside
controlled airspace, it is not possible to specify standard texts for these messages.
Derived from:
Reference:
10.10.5.2 Where such messages are transmitted they shall, however, contain sufficient data on the
direction of flight and the estimated time, level and point at which the aircraft involved in the
possible collision hazard will pass, overtake or approach each other. This information shall be
given in such a way that the pilot of each aircraft concerned is able to appreciate clearly the
nature of the hazard.
Derived from:
Reference:

Status: Approved
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.10.11 - CONTROLLED FLIGHTS
10.11 Controlled Flights
-
10.11
Intentionally left blank due to inconsistencies in the current "Verordnung Luftverkehrsregeln".
Derived from:
Source Paragraph:
Reference:

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.10.12 - GENERAL PROCEDURES FOR DEPARTING AIRCRAFT
10.12 General Procedures for Departing Aircraft
-
10.12
10.12.1 Clearances for Departing Aircraft
-
10.12.1
10.12.1.1 Clearances for departing aircraft shall specify, when necessary for the separation of aircraft,
direction of take-off and turn after take-off; heading or track to be made good before taking up
the cleared departure track; level to maintain before continuing climb to assigned level; time,
point and/or rate at which a level change shall be made; and any other necessary manoeuvre
consistent with safe operation of the aircraft.
Derived from:
Reference:
10.12.1.2 At aerodromes where standard instrument departures (SIDs) have been established, departing
aircraft shall normally be cleared to follow the appropriate SID.
Derived from:
Reference:
10.12.1.3 Standard clearances for departing aircraft shall contain the following items:
Derived from:
Reference:
Derived from:
Reference:
b) clearance limit, normally destination aerodrome;

Derived from:
Reference:
c) designator of the assigned SID, if applicable;

Derived from:
Reference:
d) initial level, except when this element is included in the SID description;
Derived from:
Reference:
e) allocated SSR code;

Derived from:
Reference:
f) any other necessary instructions or information not contained in the SID description, e.g.
instructions relating to change of frequency or CTOT.

Status: Approved
Page 101 of 124
Derived from:
Reference:
10.12.2 Communication Failure Clearances for Departing Aircraft

-
10.12.2
10.12.2.1 Clearances for departing aircraft may specify an initial or intermediate level other than that
indicated in the filed flight plan for the enroute phase of flight, without a time or geographical
limit for the initial level. Such clearances will normally be used to facilitate the application of
tactical control methods by ATC, normally through the use of radar.
Derived from:
Reference:
10.12.2.2 Where clearances for departing aircraft containing no time or geographical limit for an initial or
intermediate level are utilized, action to be taken by an aircraft experiencing air-ground
communication failure in the event the aircraft has been radar vectored away from the route
specified in its current flight plan, should be prescribed on the basis of a regional air navigation
agreement and included in the SID description or published in AIPs.
Derived from:
Reference:
10.12.3 Departure Sequence

-
10.12.3
10.12.3.1 Departures shall normally be cleared in the order in which they are ready for take-off, except
that deviations may be made from this order of priority to faciiltate the maximum number of
departures with the least average delay. Factors which should be considered in relation to the
departure sequence include, inter alia:
Derived from:
Reference:
a) types of aircraft and their relative performance;

Derived from:
Reference:
b) routes to be followed after take-off;

Derived from:
Reference:
c) any specified minimum departure interval between take-offs;

Derived from:
Reference:
d) need to apply wake turbulence separation minima;

Derived from:

Status: Approved
Page 102 of 124
Reference:
e) aircraft which should be afforded priority, and

Derived from:
Reference:
f) aircraft subject to ATFM requirements.

Derived from:
Reference:
10.12.4 Coordination of Departing Aircraft

-
10.12.4
10.12.4.1 Where standard clearances for departing aircraft have been agreed to between the units
concerned, the aerodrome control tower will normally issue the appropriate standard clearance
without prior coordination with or approval from the approach control unit or ACC.
Derived from:
Reference:
Derived from:
Reference:
10.12.4.3 Provision shall be made to ensure that the approach control unit at all times is kept informed
of the sequence in which aircraft will depart as well as the runway to be used.
Derived from:
Reference:
10.12.4.4 Provision shall be made to display the designators of assigned SIDs to the aerodrome control
tower, the approach control unit and/or the ACC as applicable.
Derived from:
Reference:
to:
Derived from:
Reference:
service; and
Derived from:

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Page 103 of 124
Reference:
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
arriving aircraft.
Derived from:
Reference:
10.12.5 Transfer of Control of Departing Aircraft

-
10.12.5
10.12.5.1 The responsibility for control of a departing aircraft shall be transferred from the aerodrome
control tower to the unit providing approach control service:
Derived from:
Reference:
a) when visual meteorological conditions prevail in the vicinity of the aerodrome:

Derived from:
Reference:
1) prior to the time the aircraft leaves the vicinity of the aerodrome, or
Derived from:
Reference:
2) prior to the aircraft entering instrument meteorological conditions, or

Derived from:

Status: Approved
Page 104 of 124
Reference:

Derived from:
Reference:
as specified in letters of agreement and laid down in local instructions;

Derived from:
Reference:
b) when instrument meteorological conditions prevail at the aerodrome:

Derived from:
Reference:
1) immediately after the aircraft is airborne, or

Derived from:
Reference:

Derived from:
Reference:
as specified in letters of agreement and laid down in local instructions.

Derived from:
Reference:
c) when radar is used by the aerodrome control tower and by the relevant approach control
office as soon as the required radar separation is established and there is reasonable
assurance that this separation will be maintained during transfer of control, provided such
procedure is in accordance with the relevant letter of agreement and prescribed in the
local manual(s).
Derived from:
Source Paragraph:
Reference: ICAO Annex 11, 3.6.1.3.2;
10.12.6 Information to Departing Aircraft

-
10.12.6
10.12.6.1 ATIS messages containing departure information only shall contain the following elements of
information in the order listed:
Derived from:
Reference:
a) name of aerodrome;
Derived from:

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Page 105 of 124
Reference:
b) departure indicator;
Derived from:
Reference:
c) contract type, if communication is via D-ATIS;

Derived from:
Reference:
d) designator;
Derived from:
Reference:
e) time of observation, if appropriate;

Derived from:
Reference:
f) runway(s) to be used for take-off; status of arresting system constituting a potential

hazard, if any;
Derived from:
Reference:
g) significant surface conditions of runway(s) to be used for take-off and, if appropriate,

braking action;
Derived from:
Reference:
h) departure delay, if appropriate;

Derived from:
Reference:
i) transition level, if applicable;

Derived from:
Source Paragraph: 4.3.9.i)
Reference:
j) other essential operational information;

Derived from:
Source Paragraph: 4.3.9.j)
Reference:
k) surface wind direction and speed, including significant variations and, if surface wind
sensors related specifically to the sections of runway(s) in use are available and the

Status: Approved
Page 106 of 124
information is required by operators, the indication of the runway and the section of the
runway to which the information refers;
Derived from:
Source Paragraph: 4.3.9.k)
Reference:
l) visibility and, when applicable, RVR;

Derived from:
Source Paragraph: 4.3.9.l)
Reference:
m) present weather;
Derived from:
Source Paragraph: 4.3.9.m)
Reference:
n) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever
is greater; cumulonimbus; if the sky is obscured, vertical visibility when available;
Derived from:
Source Paragraph: 4.3.9.n)
Reference:
o) air temperature;
Derived from:
Source Paragraph: 4.3.9.o)
Reference:
p) dew point temperature;

Derived from:
Source Paragraph: 4.3.9.p)
Reference:
q) altimeter setting(s);
Derived from:
Source Paragraph: 4.3.9.q)
Reference:
r) any available information on significant meteorological phenomena in the climb-out area

including wind shear;
Derived from:
Source Paragraph: 4.3.9.r)
Reference:
s) trend forecast, when available; and

Derived from:
Source Paragraph: 4.3.9.s)
Reference:
t) specific ATIS instructions.

Derived from:

Status: Approved
Page 107 of 124
Source Paragraph: 4.3.9.t)
Reference:
10.12.6.2 Information regarding changes in the operational status of visual or non-visual aids essential
for take-off and climb shall be transmitted without delay to a departing aircraft, except when it
is known that the aircraft already has received the information.
Derived from:
Reference:
10.12.6.3 Information regarding significant changes in the meteorological conditions in the take-off or
climb-out area, obtained by the unit providing approach control service after a departing aircraft
has established communication with such unit, shall be transmitted to the aircraft without delay,
except when it is known that the aircraft already has received the information.
Derived from:
Reference: ICAO Annex 11 11.4.3;
Note(42): Significant changes in this context include those relating to surface wind direction
or speed, visibility, runway visual range or air temperature (for turbine-engined
aircraft), and the occurrence of thunderstorm or cumulonimbus, moderate or
severe turbulence, wind shear, hail, moderate or severe icing, severe squall line,
freezing precipitation, severe mountain waves, sand storm, dust storm, blowing
snow, tornado or waterspout.
Derived from:
Reference:
10.12.7 Local Instructions

-
10.12.7
10.12.7.1 The procedures for departing aircraft at a specific ATM unit shall be based on ICAO DOC 4444
and ICAO DOC 7030 and shall be prescribed in the respective local manual.
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
a) procedures for standard clearances for departing aircraft including the limitations in
application of such standard clearances as relevant;
Derived from:
Source Paragraph:
Reference:
b) coordination procedures and commitments as relevant;

Derived from:
Source Paragraph:

Status: Approved
Page 108 of 124
Reference:
c) procedures for transfer of control and communications, with and without using radar data
as relevant;
Derived from:
Source Paragraph:
Reference:
d) procedures for the establishment and transfer of radar identification as relevant;

Derived from:
Source Paragraph:
Reference:
e) procedures to be used in the event of a communication failure of a departing aircraft as

relevant; and
Derived from:
Source Paragraph:
Reference:
f) procedures for the application of air traffic flow management as relevant.

Derived from:
Source Paragraph:
Reference:
10.12.7.3 The procedures for departing aircraft to be prescribed in local instructions, especially deviations
from ICAO standards, shall be subject to prior approval by ACG/HQ.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 109 of 124
.10.13 - GENERAL PROCEDURES FOR ARRIVING AIRCRAFT
10.13 General Procedures for Arriving Aircraft
-
10.13
10.13.1 Standard Clearances for Arriving Aircraft
-
10.13.1
10.13.1.1 At aerodromes where standard instrument arrivals (STARs) have been established, arriving
aircraft shall normally be cleared to follow the appropriate STAR. The aircraft shall be informed
of the type of approach to expect and runway-in-use as early as possible.
Derived from:
Reference:
10.13.1.2 Where standard clearances for arriving aircraft are in use and, provided no terminal delay is
expected, clearance to follow the appropriate STAR will normally be issued by the last unit
providing area control service to this flight without prior coordination with or approval from the
approach control unit or the aerodrome control tower as applicable.
Derived from:
Reference:
Note(43): The last unit providing area control service may be an approach control unit (e.g.
APP WIEN) in the delegated provision of area control service in the upper regions
of its area of responsibility.
Derived from:
Source Paragraph:
Reference:
Derived from:
Reference:
10.13.1.4 Standard clearances for arriving aircraft shall contain the following items:
Derived from:
Reference:
Derived from:
Reference:
b) designator of the assigned STAR;

Derived from:
Reference:
c) runway-in-use, except when part of the STAR description;

Derived from:

Status: Approved
Page 110 of 124
Reference:
d) initial level, except when this element is included in the STAR description; and
Derived from:
Reference:
e) any other necessary instructions or information not contained in the STAR descrition, e.g.
change of communications.
Derived from:
Reference:
10.13.2 Minimum Altitudes for Arriving Aircraft

-
10.13.2
Derived from:
Reference:
waypoint; or
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
10.13.3 Information to Arriving Aircraft

-
10.13.3
10.13.3.1 ATIS messages containing arrival information only shall contain the following elements of
Derived from:

Status: Approved
Page 111 of 124
Reference:
Derived from:
Reference:
b) arrival indicator;
Derived from:
Reference:

Derived from:
Reference:
d) designator;
Derived from:
Reference:

Derived from:
Reference:
f) type of approach(es) to be expected;

Derived from:
Reference:
g) main landing runway(s); status of arresting system constituting a potential hazard, if any;
Derived from:
Reference:
h) significant runway surface conditions and, if appropriate, braking action;

Derived from:
Reference:
i) holding delay, if appropriate;

Derived from:
Reference:
j) transition level, if applicable;

Derived from:
Reference:

Status: Approved
Page 112 of 124
k) other essential operational information;

Derived from:
Reference:
l) surface wind direction and speed, including significant variations and, if surface wind
Derived from:
Reference:
m) visibility and, when applicable, RVR;

Derived from:
Reference:
n) present weather;
Derived from:
Reference:
o) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever
Derived from:
Reference:
p) air temperature;
Derived from:
Reference:
q) dew point temperature;

Derived from:
Reference:
r) altimeter setting(s);
Derived from:
Reference:
s) any available information on significant meteorological phenomena in the approach area

including wind shear, and information on recent weather of operational significance;
Derived from:
Reference:
t) trend forecast, when available; and


Status: Approved
Page 113 of 124
Derived from:
Reference:
u) specific ATIS instructions.

Derived from:
Source Paragraph: 4.3.8.u)
Reference:
10.13.4 Arrival Sequence

-
10.13.4
10.13.4.1 The approach sequence shall be established in a manner which will facilitate arrival of the
maximum number of aircraft with the least average delay. Priority shall be given to:
Derived from:
Reference:
Derived from:
Reference:
b) hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent
medical attention;
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
10.13.4.2 If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather
improvement, or for other reasons, such action shall be approved. However, when other holding
aircraft indicate intention to continue their approach-to-land, the pilot desiring to hold will be
cleared to an adjacent fix for holding awaiting weather change or re-routing. Alternatively, the
aircraft should be given a clearance to place it at the top of the approach sequence so that
other holding aircraft may be permitted to land. Coordination shall be effected with any adjacent
ATC unit or control sector, when required, to avoid conflict with the traffic under the jurisdiction
of that unit or sector.
Derived from:
Reference:

Status: Approved
Page 114 of 124
10.13.4.3 When establishing the approach sequence, an aircraft which has been authorized to absorb a
specified period of notified terminal delay by cruising at a reduced speed en route, should, in
so far as practicable, be credited with the time absorbed en route.
Derived from:
Reference:
10.13.4.4 Provision shall be made to ensure that the aerodrome control tower is kept informed of the
sequence in which aircraft will be established on final approach for landing.
Derived from:
Reference:
10.13.5 Holding
-
10.13.5
10.13.5.1 In the event of extended delays, aircraft should be advised of the anticipated delay as early as
possible and, when practicable, be instructed or given the option to reduce speed en route in
order to absorb delay.
Derived from:
Reference:
10.13.5.2 When delay is expected, the last unit providing area control service to this flight shall normally
be responsible for clearing aircraft to the holding fix, and for including holding instructions, and
expected approach time or onward clearance time, as applicable, in such clearances.
Derived from:
Reference:
Note(44): The last unit providing area control service may be an approach control unit (e.g.
APP WIEN) in the delegated provision of area control service in the upper regions
of its area of responsibility.
Derived from:
Source Paragraph:
Reference:
10.13.5.3 After coordination with the appropriate approach control unit, the last unit providing area control
service to this flight may clear arriving aircraft to a visual holding location to hold until further
advised by the approach control unit.
Derived from:
Reference:
10.13.5.4 After coordination with the aerodrome control tower, the approach control unit may clear
arriving aircraft to a visual holding location to hold until further advised by the aerodrome control
tower.
Derived from:
Reference:

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10.13.5.5 Holding and holding pattern entry shall be accomplished in accordance with procedures
established by ACG/HQ and published in AIPs. If entry and holding procedures have not been
published or if the procedures are not known to a flight crew, the appropriate air traffic control
unit shall specify the designator for the location or aid to be used, the inbound track, radial or
bearing, direction of turn in the holding pattern as well as the time of the outbound leg or the
distances between which to hold.
Derived from:
Reference:
10.13.5.6 Aircraft should normally be held at a designated holding fix. The required minimum vertical,
lateral or longitudinal separation from other aircraft shall be provided. Criteria and procedures
for the simultaneous use of adjacent holding patterns shall be prescribed in local instructions.
Derived from:
Reference:
10.13.5.7 The criteria and procedures for the simultaneous use of adjacent holding patterns shall be
defined in accordance with this manual, ICAO DOC 4444 and ICAO DOC 7030 and are subject
to written approval by ACG/HQ.
Derived from:
Source Paragraph:
Reference:
10.13.5.8 Levels at a holding fix or visual holding location shall as far as practicable be assigned in a
manner that will facilitate clearing each aircraft to approach in its proper priority. Normally, the
first aircraft to arrive over a holding fix or visual holding location should be at the lowest level,
with following aircraft at successively higher levels.
Derived from:
Reference:
10.13.5.9 When extended holding is anticipated, turbojet aircraft should, when practicable, be permitted
to hold at higher levels in order to conserve fuel, whilst retaining their order in the approach
sequence.
Derived from:
Reference:
10.13.5.10 If an aircraft is unable to comply with the published or cleared holding procedure, alternative
instructions shall be issued.
Derived from:
Reference:
10.13.5.11 For the purpose of maintaining a safe and orderly flow of traffic, an aircraft may be instructed
to orbit at its present or at any other position, provided the required obstacle clearance is
ensured.
Derived from:

Status: Approved
Page 116 of 124
Reference:
10.13.6 Expected Approach Time
-
10.13.6
10.13.6.1 An expected approach time shall be determined for an arriving aircraft that will be subjected to
a delay of 10 minutes or more.
Derived from:
Reference:
10.13.6.2 The expected approach time shall be transmitted to the aircraft as soon as practicable and
preferably not later than at the commencement of its initial descent from cruising level.
Derived from:
Reference:
10.13.6.3 A revised expected approach time shall be transmitted to the aircraft without delay whenever
it differs from the previously transmitted by 5 minutes or more.
Derived from:
Reference:
10.13.6.4 An expected approach time shall be transmitted to the aircraft by the most expeditious means
whenever it is anticipated that the aircraft will be required to hold for 30 minutes or more.
Derived from:
Reference:
10.13.6.5 The holding fix to which an expected approach time relates shall be identified together with the
expected approach time whenever circumstances are such that this would not otherwise be
evident to the pilot.
Derived from:
Reference:
10.13.7 Onward Clearance Time

-
10.13.7
10.13.7.1 In the event an aircraft is held en route or at a location or aid other than the initial approach fix,
the aircraft concerned shall, as soon as practicable, be given an expected onward clearance
time from the holding fix. The aircraft shall also be advised if further holding at a subsequent
holding fix is expected.
Derived from:
Reference:
Note(45): "Onward clearance time" is the time at which an aircraft can expect to leave the
point at which it is being held.
Derived from:
Reference:

Status: Approved
Page 117 of 124
10.13.8 Local Instructions
-
10.13.8
10.13.8.1 The procedures for arriving aircraft at a specific ATM unit shall be based on ICAO DOC 4444
and ICAO DOC 7030 and shall be prescribed in the respective local manual.
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
a) procedures for standard clearances for arriving aircraft including the limitations in
application of such standard clearances as relevant;
Derived from:
Source Paragraph:
Reference:
b) coordination procedures and commitments as relevant;

Derived from:
Source Paragraph:
Reference:
c) procedures for transfer of control and communications, with and without using radar data
as relevant;
Derived from:
Source Paragraph:
Reference:
d) procedures for the establishment and transfer of radar identification as relevant;

Derived from:
Source Paragraph:
Reference:
e) procedures for the holding of aircraft in flight including the required minimum separation
to be applied as relevant;
Derived from:
Source Paragraph:
Reference:
f) criteria and procedures for the simultaneous use of adjacent holding patterns as relevant;
and
Derived from:
Source Paragraph:
Reference:
g) procedures for instrument approaches including visual approaches and surveillance radar
approaches as relevant.

Status: Approved
Page 118 of 124
Derived from:
Source Paragraph:
Reference:
10.13.8.3 The procedures for arriving aircraft to be prescribed in local instructions, especially deviations
from ICAO standards as well as procedures for the application of separation to arriving aircraft,
shall be subject to prior approval by ACG/HQ.
Derived from:
Source Paragraph:
Reference:
10.13.9 Coordination of Arriving Aircraft

-
10.13.9
10.13.9.1 Except when otherwise specified in letters of agreement or local instructions, or by the ACC
concerned in individual cases, a unit providing approach control service may issue clearances
to any aircraft transferred to it by an ACC without reference to the ACC. However, when an
approach has been missed the ACC shall, if affected by the missed approach, be advised
immediately and subsequent action coordinated between the ACC and the unit providing
approach control service as necessary.
Derived from:
Reference:
10.13.9.2 An ACC may, after coordination with the unit providing approach control service, release aircraft
directly to aerodrome control towers if the entire approach will be made under visual
Derived from:
Reference:
10.13.9.3 The unit providing approach control service shall keep the ACC promptly advised of pertinent
Derived from:
Reference:
a) runway(s)-in-use and expected type of instrument approach procedure;

Derived from:
Reference:
b) lowest vacant level at the holding fix available for use by the ACC;
Derived from:
Reference:
c) average time interval or distance between successive arrivals as determined by the unit
providing approach control service;
Derived from:
Reference:

Status: Approved
Page 119 of 124
d) revision of the expected approach time issued by the ACC when the calculation of the
expected approach time by the unit providing approach control service indicates a
variation of five minutes or such other time as has been agreed between the two ATC
units concerned;
Derived from:
Reference:
e) arrival times over the holding fix when these vary by three minutes, or such other time as
has been agreed between the two ATC units concerned, from those previously estimated;
Derived from:
Reference:
f) cancellations by aircraft of IFR flight, if these will affect levels at the holding fix or expected
approach times of other aircraft;
Derived from:
Reference:
g) aircraft departure times;

Derived from:
Reference:
h) all available information relating to overdue or unreported aircraft;

Derived from:
Source Paragraph: 10.4.3.3.1 h)
Reference:
i) missed approaches which may affect the ACC.

Derived from:
Source Paragraph: 10.4.3.3.1 i)
Reference:
10.13.9.4 The ACC shall keep the unit providing approach control service promptly advised of pertinent
Derived from:
Reference:
a) identification, type and point of departure of arriving aircraft;

Derived from:
Reference:
b) estimated time and proposed level of arriving aircraft over holding point or actual time if
aircraft is transferred to the unit providing approach control service after arrival over the
holding point;
Derived from:

Status: Approved
Page 120 of 124
Reference:
c) requested type of IFR approach procedure if different to that specified by the approach
control unit;
Derived from:
Reference:
d) expected approach time issued;

Derived from:
Reference:
e) when required, statement that aircraft has been instructed to contact the unit providing
approach control service;
Derived from:
Reference:
f) when required, statement that an aircraft has been released to the unit providing approach
control service including, if necessary, the time and conditions of release;
Derived from:
Reference:
g) anticipated delay to departing traffic due to congestion.

Derived from:
Reference:
10.13.9.5 Information on arriving aircraft shall be forwarded not less than fifteen minutes before estimated
time of arrival and such information shall be revised as necessary.
Derived from:
Reference:
service during IMC.
Derived from:
Reference:
arriving aircraft.
Derived from:
Reference:

Status: Approved
Page 121 of 124
10.13.9.8 Aerodrome control towers shall, when so prescribed in letters of agreement or local instructions,
obtain approval from the unit providing approach control service prior to authorizing operation
of special VFR flights.
Derived from:
Reference:
10.13.9.9 An aerodrome control tower shall keep the unit providing approach control service promptly
advised of pertinent data on relevant controlled traffic such as:
Derived from:
Reference:
a) arrival and departure times;

Derived from:
Reference:
b) when required, statement that the first aircraft in an approach sequence is in

communication with and is sighted by the aerodrome control tower, and that reasonable
assurance exists that a landing can be accomplished;
Derived from:
Reference:
c) all available information relating to overdue or unreported aircraft;

Derived from:
Reference:
d) information concerning missed approaches;

Derived from:
Reference:
e) information concerning aircraft that constitute essential local traffic to aircraft under the
control of the unit providing approach control service.
Derived from:
Reference:
10.13.9.10 The unit providing approach control service shall keep the aerodrome control tower promptly
advised of pertinent data on controlled traffic such as:
Derived from:
Reference:
a) estimated time and proposed level of arriving aircraft over the aerodrome, at least fifteen
minutes prior to estimated arrival;
Derived from:

Status: Approved
Page 122 of 124
Reference:
b) when required, a statement that an aircraft has been instructed to contact the aerodrome
control tower and that control shall be assumed by that unit;
Derived from:
Reference:
c) anticipated delay to departing traffic due to congestion.

Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
10.13.9.13 Provision shall be made to display the designators of assigned STARs to the ACC, the
approach control unit and/or the aerodrome control tower, as applicable.
Derived from:
Reference:
10.13.9.14 After coordination with the appropriate approach control unit, the last unit providing area control
service to this flight may clear arriving aircraft to a visual holding location to hold until further
advised by the approach control unit.
Derived from:
Reference:
10.13.9.15 After coordination with the aerodrome control tower, the approach control unit may clear
arriving aircraft to a visual holding location to hold until further advised by the aerodrome control
tower.
Derived from:
Reference:
10.13.9.16 Provision shall be made to ensure that the aerodrome control tower is kept informed of the
sequence in which aircraft will be established on final approach for landing.
Derived from:

Status: Approved
Page 123 of 124
Reference:

Status: Approved
Page 124 of 124
.-
11 - Special Provisions

Status: Approved
Valid: 2006-11-23 - ufn Chapter11 - Special Provisions
Page 1 of 32
.11.1 - GENERAL
11.1 General
-
11.1
-
11.1.1
11.1.1.1 ATC
Derived from:
11.1.1.2 ATIS
Derived from:
11.1.1.3 EUR
European (ICAO: European Region) (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
11.1.1.4 LVR
Verordnung Luftverkehrsregeln (ACG)
Derived from:
Source Paragraph:
Reference:
11.1.1.5 RVSM
Derived from:
11.1.1.6 VFR
Derived from:
11.1.1.7 VHF
very high frequency (30 to 300 MHz) (ICAO)
Derived from:
Reference:
11.1.1.8 ZFBO
Zivilflugplatz-Betriebsordnung (ACG)
Derived from:

Status: Approved
Page 2 of 32
.11.1 - GENERAL
Source Paragraph:
Reference:
11.1.2 Definitions
-
11.1.2
Derived from:

(ICAO).
Derived from:

tower (ICAO).
Derived from:

Derived from:

Derived from:

Derived from:

Status: Approved
Page 3 of 32
.11.1 - GENERAL

Derived from:
Reference:

Derived from:

and E.
Derived from:
11.1.2.10 danger area

An airspace of defined dimensions within which activities dangerous to the flight of aircraft may
exist at specified times. (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Annex 4; ICAO DOC 8400; ICAO Annex 15; LFG § 4;
11.1.2.11 declared distances

a) Take-off run available (TORA). The length of runway declared available and suitable for the
ground run of an aeroplane taking off.
b) Take-off distance available (TODA). The length of the take-off run available plus the length
of the clearway, if provided.
c) Accelerate-stop distance available (ASDA). The length of the take-off run available plus the
length of the stopway, if provided.
d) Landing distance available (LDA). The length of runway which is declared available and
suitable for the ground run of an aeroplane landing. (ICAO)
Derived from:
Reference: ICAO Annex 6 Volume 1; ICAO Annex 14 Volume 1;

Derived from:

Status: Approved
Page 4 of 32
.11.1 - GENERAL
Derived from:
Reference:
11.1.2.14 holding procedure

A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting
further clearance (ICAO).
Derived from:
11.1.2.15 identification flights

flights with military aircraft with the purpose of identifying aircraft which are suspected to violate
the austrian air sovereignty (LFG).
Derived from:
Source Paragraph: §145a
Reference:

Derived from:
Reference:

(ICAO).
Derived from:

aprons (ICAO).

Status: Approved
Page 5 of 32
.11.1 - GENERAL
Derived from:

Derived from:
Reference:
11.1.2.20 night (NGT)

The hours between the end of evening civil twilight and the beginning of morning civil twilight
or such other period between sunset and sunrise, as may be prescribed by the appropriate
authority (ICAO).
Note.- Civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below
the horizon and begins in the morning when the centre of the sun's disc is 6 degrees below the
horizon.
Derived from:
11.1.2.21 prohibited area

which the flight of aircraft is prohibited. (ICAO)
Derived from:
Reference: ICAO Annex 15; LFG § 4;
11.1.2.22 restricted area

which the flight of aircraft is restricted in accordance with certain specified conditions. (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Annex 4; ICAO Annex 15; LFG § 4;

Derived from:

-
11.1.3
Derived from:
Source Paragraph:
Reference:


Status: Approved
Page 6 of 32
.11.1 - GENERAL
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
11.1.4 References
-
11.1.4
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
l Wehrgesetz 2001 (WG)

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 7 of 32
.11.2 - GENERAL PROCEDURES FOR AIR TRAFFIC SERVICES UNITS
11.2 General Procedures for Air Traffic Services Units
-
11.2
11.2.1 Parachute Descents
-
11.2.1
11.2.1.1 Parachute descents within or into controlled airspace are subject to approval by the air traffic
control unit(s) responsible for the airspace(s) concerned and shall only be approved during the
hours of daylight and under visual flight rules. The aircraft used to drop parachute jumpers
shall be in radio contact with the relevant air traffic control unit and approval to drop shall be
required for each drop (which excludes the issuance of a general approval to drop for a specified
time).
Derived from:
Source Paragraph:
Reference: LVR § 57 Abs. 2 und 5;
11.2.1.2 Aerodrome control towers (in regard to parachute descents at or in the vicinity of controlled
aerodromes) and the area control centre (in regard to other parachute descents) may depart
from the regulations above and
Derived from:
Source Paragraph:
a) approve parachute descents during night,

Derived from:
Source Paragraph:
b) approve parachute descents while the respective aircraft used is in radio communication
with another air traffic services unit (e.g. the flight information centre),
Derived from:
Source Paragraph:
c) approve parachute descents while the respective aircraft used is not in radio contact with
any air traffic services unit,
Derived from:
Source Paragraph:
d) issue a general approval for multiple drops over a specified period of time,
Derived from:
Source Paragraph:
provided that the safety of other air traffic is assured by adequate prescriptions, conditions and
limitations as applicable.
Derived from:
Source Paragraph:

Status: Approved
Page 8 of 32
11.2.2 Civil Formation Flights
-
11.2.2
11.2.2.1 Civil formation flights shall only be admissible in accordance with the visual flight rules and shall
not be allowed as special VFR flights.
Derived from:
Source Paragraph:
Reference: LVR § 11 LVR § 72;
Derived from:
11.2.3 Military Formation Flights

-
11.2.3
11.2.3.1 Military formation flights shall be admissible under visual flight rules and under instrument flight
rules.
Derived from:
Source Paragraph:
11.2.3.2 Separation between military aircraft flying in formation under instrument flight rules shall not
be provided even if the distance(s) between the single aircraft exceeds 1km (which is normally
the criterion of forming a formation) .
Derived from:
Source Paragraph:
11.2.3.3 Military formation flights shall not be allowed as special VFR flights.
Derived from:
Source Paragraph:
Reference: LVR § 61 LVR § 72;
Derived from:
11.2.4 Formation Split

-
11.2.4
11.2.4.1 The military formation leader shall request an intended formation split into two separate
elements at the appropriate air traffic control unit, using the phrase "REQUEST FORMATION
SPLIT (callsign 2nd element) (transponder code 2nd element)."
Derived from:
Source Paragraph:
Reference: Intern ATE 012/03; Intern ATT 020/06; Fachausschuss 10./11.1.2006; GZ. BMVIT-58-520/0002-II/L1/2006;

Status: Approved
Page 9 of 32
11.2.4.2 The controller shall authorize the formation split as soon as practicable and shall include
instructions as necessary:
Derived from:
Source Paragraph:
a) authorization to climb/descend to a specified level, and, if deemed necessary or if

requested,
Derived from:
Source Paragraph:
Reference: Intern ATE 012/03; Intern ATT 020/06; Fachausschuss 10./11.1.2006; GZ. BMVIT-58-520/0002-II/
L1/2006;
b) direction to turn to, ecompassing a turn of at least 30°.

Derived from:
Source Paragraph:
L1/2006;
11.2.4.3 The praseology used for the authorization of the formation split shall be:
"(callsign formation) EXECUTE FORMATION SPLIT,
(callsign 1st element) (heading/level instructions)
BREAK
(callsign 2nd element) (heading/level instructions)".
Derived from:
Source Paragraph:
11.2.4.4 Following the receipt of the authorization to execute the formation split manoeuvre, the
formation leader shall initiate the execution of the formation split manoeuvre.
Derived from:
Source Paragraph:
11.2.4.5 The formation leader retains responsibility to prevent collisions between the elements of the
formation until the manoeuvre is finished.
Derived from:
Source Paragraph:
Note(1): The formation split procedure may be applied only in case of Austrian military
formation flights. Foreign military formation flights will, most probably, execute
different manoeuvres.
Derived from:
Source Paragraph:
11.2.5 Unintentional Formation Split

-
11.2.5
11.2.5.1 Unintentional splitting of a military formation flight under IFR constitutes an emergency
situation.

Status: Approved
Page 10 of 32
Derived from:
Source Paragraph:
11.2.5.2 In case of unintentional splitting of an Austrian military formation flight under IFR:
Derived from:
Source Paragraph:
a) during horizontal flight:

Derived from:
Source Paragraph:
L1/2006;
1) the formation leader shall:

Derived from:
Source Paragraph:
Reference: Intern ATE 012/03; Intern ATT 020/06; Fachausschuss 10./11.1.2006; GZ. BMVIT-58-520/0002-
II/L1/2006;
i) continue as cleared, and

Derived from:
Source Paragraph:
Reference: Intern ATE 012/03; Intern ATT 020/06; Fachausschuss 10./11.1.2006; GZ.
BMVIT-58-520/0002-II/L1/2006;
ii) report the unintended formation split to the air traffic control unit;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
2) the pilot of the 2nd aircraft shall:

Derived from:
Source Paragraph:
II/L1/2006;
i) climb to 500ft above the cleared level, and

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
ii) turn 30° left or right (depending on the relative positions of the aircraft involved)
and maintain this heading for 30 seconds, and
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
iii) after 30 seconds, turn back to the original heading, and


Status: Approved
Page 11 of 32
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
iv) contact the appropriate air traffic control unit for further clearance.
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
b) during climb:
Derived from:
Source Paragraph:
L1/2006;

Derived from:
Source Paragraph:
II/L1/2006;
i) climb to 500ft above the cleared level, and

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
ii) continue laterally as cleared, and

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
iii) report the unintended formation split to the air traffic control unit;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;

Derived from:
Source Paragraph:
II/L1/2006;
i) continue climb to the cleared level, and

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
Derived from:

Status: Approved
Page 12 of 32
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
c) during descent:
Derived from:
Source Paragraph:
L1/2006;

Derived from:
Source Paragraph:
II/L1/2006;
i) continue descent to the cleared level, and

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
ii) continue laterally as cleared, and

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
iii) report the unintended formation split to the air traffic control unit;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;

Derived from:
Source Paragraph:
II/L1/2006;
i) stop descent 500ft above the cleared level, and

Derived from:
Source Paragraph:

Status: Approved
Page 13 of 32
BMVIT-58-520/0002-II/L1/2006;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
d) in the final approach phase of an instrument approach:

Derived from:
Source Paragraph:
L1/2006;

Derived from:
Source Paragraph:
II/L1/2006;
i) continue approach, and

Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
ii) report the unintended formation split to the air traffic control unit;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;

Derived from:
Source Paragraph:
II/L1/2006;
i) execute the appropriate missed approach procedure,

Derived from:
Source Paragraph:

Status: Approved
Page 14 of 32
BMVIT-58-520/0002-II/L1/2006;
ii) climb to 500ft above the published minimum holding altitude for this missed
approach procedure, and
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
iii) enter the holding as laid down in the missed approach procedure, and
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
Derived from:
Source Paragraph:
BMVIT-58-520/0002-II/L1/2006;
11.2.5.3 In case of an unintentional formation split, the controller ceases to be responsible for providing
separation between the aircraft of the formation and any other aircraft affected as a direct
consequence of the manoeuvre, but shall endeavour to provide essential traffic information to
all aircraft affected.
Derived from:
Source Paragraph:
11.2.5.4 Following the manoeuvre above the controller shall issue clearances as necessary to fully
establish separation between all aircraft affected by the manoeuvre. As soon as separation is
established, the controller shall resume responsibility for providing separation for all affected
aircraft and inform the flight crews accordingly.
Derived from:
Source Paragraph:
Note(2): The procedure as laid down above will be applied only in case of Austrian military
formation flights. Foreign military formation flights will, most probably, execute
different manoeuvres.
Derived from:
Source Paragraph:
11.2.6 Civil Mission Flights

-
11.2.6
11.2.6.1 For civil federal aircraft (i.e. aircraft registered as aircraft of the federal republic of Austria) used
in the preservation of public peace, order and safety the following regulations do not apply:
Derived from:
Source Paragraph:
a) regulations in regard to controlled airspaces;

Status: Approved
Page 15 of 32
Derived from:
Source Paragraph:
b) regulations in regard to restricted air spaces (prohibited areas, restricted areas, danger
areas);
Derived from:
Source Paragraph:
c) the obligation to land at and to depart from aerodromes only;

Derived from:
Source Paragraph:
d) the regulations prescribed in the ZFBO;

Derived from:
Source Paragraph:
e) the regulations prescribed in the LVR.

Derived from:
Source Paragraph:
11.2.7 Military Mission Flights

-
11.2.7
11.2.7.1 For military aircraft operating
Derived from:
Source Paragraph:
Reference: LFG § 145 WG § 2;
a) within the scope of military national defense; or

Derived from:
Source Paragraph:
b) to protect constitutional institutions and their capacity to act as well as the democratic
freedom of Austrian residents; or
Derived from:
Source Paragraph:
c) in preservation of public peace, order and safety; or

Derived from:
Source Paragraph:
d) against aircraft violating the Austrian air sovereignty

Derived from:

Status: Approved
Page 16 of 32
Source Paragraph:
the following regulations do not apply:

Derived from:
Source Paragraph:
1) regulations in regard to controlled airspaces;

Derived from:
Source Paragraph:
2) regulations in regard to restricted air spaces (prohibited areas, restricted areas, danger
areas);
Derived from:
Source Paragraph:
3) the obligation to land at and to depart from aerodromes only;

Derived from:
Source Paragraph:
4) the regulations prescribed in the ZFBO;

Derived from:
Source Paragraph:
5) the regulations prescribed in the LVR.

Derived from:
Source Paragraph:
11.2.7.2 Flights with military aircraft conducted to identify aircraft under suspect to violate the Austrian
air sovereignty shall be given priority.
Derived from:
Source Paragraph:
Reference: LFG § 145a;
11.2.7.3 Additional regulations which may apply to military mission flights shall be based on letters of
agreement with the relevant institution (e.g. federal ministry of defence) and prescribed in the
relevant local manuals of the ATM units concerned.
Derived from:
Source Paragraph:
Reference:
11.2.8 Military Escorts

-
11.2.8
11.2.8.1 Military escorts are not exempted from any separation commitment. Therefore military aircraft
shall not be allowed to escort any other flight closer than the applicable separation minimum if
the military aircraft is (are) operating under instrument flight rules or within air space class "C".

Status: Approved
Page 17 of 32
Derived from:
Source Paragraph:
11.2.8.2 The pilot of an aircraft which is to be escorted shall be informed accordingly and such
maneouvre shall not be permitted without his consent.
Derived from:
Source Paragraph:
Reference:
11.2.9 High Glider Areas

-
11.2.9
11.2.9.1 Due to inconsistencies in the current legal regulations (LVR) and to avoid violations of national
laws, the activation of the high glider areas Tirol-Nord, Tirol-Ost and Vorarlberg-Süd shall not
be approved.
Derived from:
Source Paragraph:
Reference: LVR; LFG;
11.2.10 Visual Approaches

-
11.2.10
11.2.10.1 In all cases where the application of separation is mandatory, separation shall also be provided
between an aircraft cleared to execute a visual approach and other arriving and departing
aircraft. The issuance of a clearance to execute a visual approach does not relieve the ATCO
of any of his responsibilities in regard to the provision of separation.
Derived from:
Source Paragraph:
Reference: LVR §72; ICAO DOC 4444 6.5.3.4; ICAO DOC 4444 6.1; 4444 6.5.3.5; ICAO DOC 7030 4.1.2; Intern 20/04 von
ATM/SPRT-DOC; ICAO DOC 6.5.3; ICAO DOC 8.9.5; DN ATM AR10b V1 0066/06;
11.2.10.2 Clearance for an IFR flight to execute a visual approach may be requested by a flight crew or
initiated by the controller. In the latter case, the concurrence of the flight crew shall be required.
Derived from:
11.2.10.3 Controllers shall exercise caution in initiating a visual approach when there is reason to believe
that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain.
Controllers should also take into consideration the prevailing traffic and meteorological
conditions when initiating visual approaches.
Derived from:
11.2.10.4 An IFR flight may be cleared to execute a visual approach provided the pilot can maintain visual
reference to the terrain and:
Derived from:

Status: Approved
Page 18 of 32
a) the reported ceiling is at or above the approved initial approach level for the aircraft so
cleared; or
Derived from:
b) the pilot reports at the initial approach level or at any time during the instrument approach
procedure that the meteorological conditions are such that with reasonable assurance a
visual approach and landing can be completed.
Derived from:
11.2.10.5 Separation shall be provided between an aircraft cleared to execute a visual approach and
other arriving and departing aircraft as prescribed.
Derived from:
11.2.10.6 In cases where ATC is not required to maintain separation between an aircraft executing a
visual approach and another preceeding aircraft, ATC shall issue a cautionary about possible
turbulent wakes to the aircraft executing a visual approach.
Derived from:
Source Paragraph:
Reference: LVR §72 Abs. 3; ICAO DOC 4444 6.5.3.5; DN ATM AR10b V1 0066/06;
Derived from:
Reference:
11.2.10.8 The radar controller may initiate radar vectoring of an aircraft for visual approach provided the
reported ceiling is above the minimum altitude applicable to radar vectoring and meteorological
conditions are such that, with reasonable assurance, a visual approach and landing can be
completed.
Derived from:
Reference:
11.2.10.9 If an aircraft is vectored for visual approach clearance for visual approach shall be issued only
after the pilot has reported the aerodrome or the preceding aircraft in sight, at which time radar
vectoring would normally be terminated.
Derived from:
Reference:

Status: Approved
Page 19 of 32
.11.3 - LOCAL PROCEDURES FOR AIR TRAFFIC SERVICES UNITS
11.3 Local Procedures for Air Traffic Services Units
-
11.3
11.3.1 Procedures for the Flight Information Centre
-
11.3.1
11.3.1.1 Any special provision or procedure to be applied at the flight information centre shall be based
on ICAO DOC 4444 and ICAO DOC 7030 as and when applicable and shall be prescribed in
the relevant local manual.
Derived from:
Source Paragraph:
Reference:
11.3.1.2 The prescribed provisions and procedures shall be subject to approval by ACG/HQ, shall be
in accordance with national law and with the general regulations of this manual and shall cover
at least:
Derived from:
Source Paragraph:
Reference:
a) the handling of VFR traffic;

Derived from:
Source Paragraph:
Reference:
b) stripmarking;
Derived from:
Source Paragraph:
Reference:
c) coordination and cooperation commitments;

Derived from:
Source Paragraph:
Reference:
d) the handling of special traffic (e.g. rescue flights, mission flights, training flights, glider
activities, parachute descents) as applicable;
Derived from:
Source Paragraph:
Reference:
e) usage of special equipment (e.g. radar, printers, input devices);

Derived from:
Source Paragraph:
Reference:
f) applicable contingency and alerting regulations.

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 20 of 32
11.3.2 Procedures for Aerodrome Control Towers
-
11.3.2
11.3.2.1 Any special provision or procedure to be applied at an aerodrome control tower shall be based
Derived from:
Source Paragraph:
Reference:
at least:
Derived from:
Source Paragraph:
Reference:
a) usage of aerodrome lighting system(s);

Derived from:
Source Paragraph:
Reference:
b) all weather operations/low visibility procedures if applicable;

Derived from:
Source Paragraph:
Reference:
c) the handling of special VFR flights;

Derived from:
Source Paragraph:
Reference:
d) control of traffic in the vicinity of the aerodrome;

Derived from:
Source Paragraph:
Reference:
e) deicing procedures if applicable;

Derived from:
Source Paragraph:
Reference:
f) the handling of VFR traffic (including night VFR flights);

Derived from:
Source Paragraph:
Reference:
g) coordination and cooperation with the aerodrome authority;

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 21 of 32
h) local limitations to aerodrome operations;

Derived from:
Source Paragraph:
Reference:
i) adequate data in regard to aerodrome layout and aerodrome operations (e.g. declared
distances, operational hours and limitations);
Derived from:
Source Paragraph:
Reference:
j) handling of departing and arriving traffic;

Derived from:
Source Paragraph:
Reference:
k) stripmarking;
Derived from:
Source Paragraph:
Reference:
l) coordination and cooperation commitments;

Derived from:
Source Paragraph:
Reference:
m) the handling of special traffic (e.g. rescue flights, mission flights, training flights, glider
Derived from:
Source Paragraph:
Reference:
n) usage of special equipment (e.g. ATIS, surface movement radar);

Derived from:
Source Paragraph:
Reference:
o) applicable contingency, alerting and rescue regulations;

Derived from:
Source Paragraph:
Reference:
p) control of traffic on the manoeuvering areas;

Derived from:
Source Paragraph:
Reference:
q) applicable separation methods and minima.

Derived from:
Source Paragraph:

Status: Approved
Page 22 of 32
Reference:
11.3.3 Procedures for Approach Control Offices
-
11.3.3
11.3.3.1 Any special provision or procedure to be applied at an approach control office shall be based
Derived from:
Source Paragraph:
Reference:
at least:
Derived from:
Source Paragraph:
Reference:
a) all weather operations/low visibility procedures if applicable;

Derived from:
Source Paragraph:
Reference:
b) the handling of VFR traffic (including night VFR flights);

Derived from:
Source Paragraph:
Reference:
c) local limitations to operations (e.g. noise abatement);

Derived from:
Source Paragraph:
Reference:
d) usage of special equipment (e.g. VHF direction-finding systems/stations);

Derived from:
Source Paragraph:
Reference:
e) arrival and approach procedures (e.g. available instrument approaches, holding

procedures);
Derived from:
Source Paragraph:
Reference:
f) handling of departing and arriving traffic (e.g standard clearances, airspace limitations);
Derived from:
Source Paragraph:
Reference:
g) stripmarking;
Derived from:

Status: Approved
Page 23 of 32
Source Paragraph:
Reference:
h) coordination and cooperation commitments;

Derived from:
Source Paragraph:
Reference:
i) the handling of special traffic (e.g. rescue flights, mission flights, training flights, glider
Derived from:
Source Paragraph:
Reference:
j) applicable contingency and alerting regulations;

Derived from:
Source Paragraph:
Reference:
k) applicable separation methods and minima.

Derived from:
Source Paragraph:
Reference:
11.3.4 Procedures for the Area Control Centre

-
11.3.4
11.3.4.1 Any special provision or procedure to be applied at an area control centre shall be based on
ICAO DOC 4444 and ICAO DOC 7030 as and when applicable and shall be prescribed in the
relevant local manual.
Derived from:
Source Paragraph:
Reference:
at least:
Derived from:
Source Paragraph:
Reference:
a) the handling of VFR traffic (including night VFR flights);

Derived from:
Source Paragraph:
Reference:
b) usage of special equipment;

Derived from:
Source Paragraph:
Reference:
c) the general handling of traffic (e.g standard clearances, airspace limitations);


Status: Approved
Page 24 of 32
Derived from:
Source Paragraph:
Reference:
d) stripmarking;
Derived from:
Source Paragraph:
Reference:
e) coordination and cooperation commitments;

Derived from:
Source Paragraph:
Reference:
f) the handling of special traffic (e.g. rescue flights, mission flights, training flights, glider
Derived from:
Source Paragraph:
Reference:
g) applicable contingency and alerting regulations;

Derived from:
Source Paragraph:
Reference:
h) applicable separation methods and minima.

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 25 of 32
.11.4 - SIGNALS FOR AERODROME TRAFFIC
11.4 Signals for Aerodrome Traffic
-
11.4
11.4.1 Light and Pyrotechnic Signals
-
11.4.1
11.4.1.1 The signals of 11.4.1.1 Fig. 11-1 shall, when used, have the meaning indicated therein. They
shall be used only for the purpose indicated and no other signals likely to be confused with
them shall be used.
Derived from:
Fig. 11-1 Signals for Aerodrome Traffic - Light and Pyrotechnic Signals
Derived from:
Source Paragraph: Appendix 1 4.1.1 Figure
Reference: LVR Anhang A B.I;
11.4.1.2 The receipt of any of the signals described above will normally be acknowledged by the pilot
as follows:
Derived from:
Source Paragraph:
Reference:
a) When in flight:

Status: Approved
Page 26 of 32
Derived from:
Reference: LVR Anhang A B.II;
1) during the hours of daylight:

Derived from:
Source Paragraph: 4.1.2 a) 1)
by rocking the aircraft's wings;

Derived from:
Source Paragraph: 4.1.2 a)1.
Note(3): This signal should not be expected on the base and final legs of the approach.
Derived from:
Source Paragraph: 4.1.2 a)1. Note
2) during the hours of darkness:

Derived from:
by flashing on and off twice the aircraft's landing lights or, if not so equipped, by
switching on and off twice its navigation lights.
Derived from:
b) When on the ground:

Derived from:
1) during the hours of daylight:

Derived from:
by moving the aircraft's ailerons or rudder;

Derived from:
2) during the hours of darkness:

Derived from:

Status: Approved
Page 27 of 32
by flashing on and off twice the aircraft's landing lights or, if not so equipped, by
switching on and off twice its navigation lights.
Derived from:

Status: Approved
Page 28 of 32
.11.5 - AERODROME LIGHTING SYSTEM
11.5 Aerodrome Lighting System
-
11.5
11.5.1 General Operating Procedures
-
11.5.1
11.5.1.1 The intensity of the high-intensity lighting system shall be adjusted to the prevailing
meteorological conditions by ATC.
Derived from:
Source Paragraph: DN ATM AR10b V1 0045/06
Reference:
11.5.1.2 On request of the pilot, the intensity of the lighting system shall be further adjusted.
Derived from:
Reference:
11.5.1.3 In case of simultaneous operation of step-by-step adjustable lighting systems (1% - 3% - 10%
- 30% - 100%), care shall be taken to adjust the lighting systems to corresponding intensities
to avoid
Derived from:
Reference:
11.5.1.4 The aerodrome lighting system(s) shall be operated:

Derived from:
Reference:
a) by night (from ECET to BCMT) or during darkness, respectively,

Derived from:
Reference:
b) by day in IMC or when deemed necessary by the controller

Derived from:
Reference:
1) in conditions of bad visibility (rain, snow, mist, fog etc.),

Derived from:
Reference:
2) for any other reason in the interest of safety (e.g. pilot cannot get the runway in sight,
etc.), or
Derived from:
Reference:
c) on request of the pilot.

Derived from:

Status: Approved
Page 29 of 32
Reference:
11.5.1.5 The aerodrome lighting system(s) shall be switched off, when they are not considered
necessary for the aerodrome traffic any more and the probability of regular traffic may be
discarded.
Derived from:
Reference:
11.5.2 Irregularities in the Operation

-
11.5.2
11.5.2.1 Procedures for operation of lighting systems as well as procedures for total or partial failure of
the whole or parts of the aerodrome lighting system shall be laid down in local procedures.
Derived from:
Reference:
11.5.3 Runway Lighting

-
11.5.3
11.5.3.1 Runway lighting shall be operated at least 10 minutes prior the expected landing time.
Derived from:
Reference:
11.5.4 Approach Lighting

-
11.5.4
11.5.4.1 The approach lighting systems shall be operated together with the runway lighting and shall
be put into operation at least 10 minutes prior the expected landing time.
Derived from:
Reference:
11.5.4.2 The sequenced flashing lights ("Blitzfeuer") shall be put into operation together with the
approach lighting and shall be switched off on request of the pilot.
Derived from:
Reference:
11.5.4.3 Precision approach (cat.II and III) lighting and runway touchdown zone lights shall be switched
on as long as CATII/III operations are in progress.
Derived from:
Reference:
11.5.5 VASIS / PAPi

-
11.5.5
11.5.5.1 VASIS and/or PAPI systems shall be switched on by day and night for arriving aircraft at least
10 minutes prior the expected landing time.

Status: Approved
Page 30 of 32
Derived from:
Reference:
11.5.6 Taxiway Lighting

-
11.5.6
11.5.6.1 At night, respectively, by darkness, the taxiway lighting shall be operated together with the
runway lighting.
Derived from:
Reference:
11.5.6.2 During daylight, as a rule, the following parts of the taxiway lighting system shall be put into
operation:
Derived from:
Reference:
a) taxiway edge lights - if still existing - at a ground visibility of less than 3km, and
Derived from:
Reference:
b) taxiway centre line lights at latest at an RVR of less than 400m.

Derived from:
Reference:
11.5.6.3 If taxiway edge lights and taxiway centre line lights may only be operated together, the whole
taxiway lighting system shall be put into operation at a ground visibility of less than 3 km.
Derived from:
Reference:
11.5.7 Stop Bars

-
11.5.7
11.5.7.1 Stop bars for the runway-in-use shall be continuously in operation. The intensity shall be
adjusted to the prevailing meteorological conditions.
Derived from:
Reference:
11.5.7.2 Stop bars shall be switched off when a clearance to taxi onto the runway has been issued.
Derived from:
Reference:

Status: Approved
Page 31 of 32
11.5.8 Emergency Power Unit
-
11.5.8
11.5.8.1 The emergency power unit shall be switched to the fast availability mode
("Schnellbereitschaftsstufe") when the ground visibility deterioriates to a value lower than a
certain minimum ground visibility. This value for the ground visibility shall be laid down in local
procedures.
Derived from:
Reference:

Status: Approved
Page 32 of 32
.-
12 - Flight Information Service

Status: Approved
Valid: 2006-11-23 - ufn Chapter12 - Flight Information Service
Page 1 of 66
.12.1 - GENERAL
12.1 General
-
12.1
-
12.1.1
12.1.1.1 ADS
Derived from:
12.1.1.2 AIP
aeronautical information publication (ICAO)
Derived from:
12.1.1.3 AIRMET
Derived from:
Source Paragraph:
Reference:
12.1.1.4 ATC
Derived from:
12.1.1.5 ATCO
air traffic controller; controller; air traffic control officer (ICAO)
Derived from:
12.1.1.6 ATIS
Derived from:
12.1.1.7 ATS
Derived from:
12.1.1.8 D-ATIS

Status: Approved
Page 2 of 66
.12.1 - GENERAL
Derived from:
12.1.1.9 D-VOLMET
VOLMET data link service; data link VOLMET (ICAO)
Derived from:
Reference:
12.1.1.10 FIC
Derived from:
Reference:
12.1.1.11 FIR
Derived from:
12.1.1.12 FIS
Flight Information Service (ICAO)
Derived from:
Reference:
12.1.1.13 IFR
Derived from:
12.1.1.14 ILS
instrument landing system (ICAO)
Derived from:
Reference:
12.1.1.15 METAR
Code for aviation routine weather report (ICAO)
Derived from:
Reference:
12.1.1.16 NOTAM
notice to airmen (ICAO)
Derived from:

Status: Approved
Page 3 of 66
.12.1 - GENERAL
Reference: ICAO Annex 10 Volume 2; ICAO Annex 11; ICAO Annex 15; ICAO DOC 8400; ICAO DOC 4444;
12.1.1.17 OFIS
operational flight information service (ICAO)
Derived from:
Source Paragraph: O67
Reference:
12.1.1.18 QFE
Derived from:
Reference:
12.1.1.19 QNH
Derived from:
Reference:
12.1.1.20 RAFC
Derived from:
Reference:
12.1.1.21 RVR
Derived from:
1; ICAO DOC 4444;
12.1.1.22 SIGMET
Derived from:
Source Paragraph:
Reference:
12.1.1.23 SPECI
aviation selected special weather report (Code form) (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
12.1.1.24 SSR
Derived from:

Status: Approved
Page 4 of 66
.12.1 - GENERAL
12.1.1.25 VFR
Derived from:
12.1.1.26 VHF
Derived from:
Reference:
12.1.1.27 VIS
visibility (ICAO)
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Doc 8400; ICAO Doc 4444;
12.1.1.28 VMC
Derived from:
Reference:
12.1.1.29 Voice-ATIS
voice-automatic terminal information service (ICAO)
Derived from:
Reference:
12.1.1.30 VOLMET
meteorological information for aircraft in flight (ICAO)
Derived from:
Reference:
12.1.1.31 VOR
Derived from:
Reference:
12.1.1.32 WAFC
world area forecast centre (ICAO)
Derived from:
Reference:

Status: Approved
Page 5 of 66
.12.1 - GENERAL
12.1.1.33 WAFS
world area forecast system (ICAO)
Derived from:
Reference:
12.1.2 Definitions
-
12.1.2
Derived from:

LVR)
Derived from:
Source Paragraph:
12.1.2.3 aerodrome meteorological office

An office, located on an aerodrome, designated to provide meteorological service for
international air navigation (ICAO).
Derived from:
12.1.2.4 aerodrome taxi circuit

The specified path of aircraft on the manoeuvring area during specific wind conditions (ICAO).
Derived from:
Reference:

Derived from:

aerodrome (ICAO).
Derived from:

Status: Approved
Page 6 of 66
.12.1 - GENERAL

Derived from:
Source Paragraph:
Reference:

Derived from:

tower (ICAO).
Derived from:
Derived from:

Derived from:

Derived from:

Status: Approved
Page 7 of 66
.12.1 - GENERAL
Derived from:

Derived from:

Derived from:

Derived from:
12.1.2.17 apron; ramp; tarmac (APN)

A defined area on a land aerodrome, intended to accommodate aircraft for purposes of loading
or unloading passengers, mail or cargo, fuelling, parking or maintenance (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 4; ICAO Annex 11; ICAO Annex 14 Volume 1; ICAO DOC 4444;

Derived from:

Derived from:

Status: Approved
Page 8 of 66
.12.1 - GENERAL
12.1.2.20 broadcast (BCST)

A transmission intended to be received by all stations (ICAO).
Derived from:
12.1.2.21 climb phase

The operating phase defined by the time during which the engine is operated in the climb
operating mode (ICAO).
Derived from:

Derived from:

and E.
Derived from:

Derived from:

Derived from:
12.1.2.26 current flight plan (CPL)

The flight plan, including changes, if any, brought about by subsequent clearances. (ICAO)
Note.- When the word "message" is used as a suffix to this term, it denotes the content and
format of the current flight plan data sent from one unit to another (ICAO DOC 4444).
Derived from:

Status: Approved
Page 9 of 66
.12.1 - GENERAL
12.1.2.27 D-ATIS
data link automatic terminal information service
The provision of ATIS via data link (ICAO).
Derived from:

Derived from:
12.1.2.29 data link VOLMET (VOLMET data link service, D-VOLMET)

Provision of current aerodrome weather reports, aerodrome forecasts and SIGMET messages
through data link (ICAO).
Derived from:

Derived from:
Reference:

Derived from:
Reference:

Derived from:
12.1.2.33 final approach (FNA)

That part of an instrument approach procedure which commences at the specified final
approach fix or point, or where such a fix or point is not specified,
a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if
specified; or
b) at the point of interception of the last track specified in the approach procedure; and ends
at a point in the vicinity of an aerodrome from which:
1) a landing can be made; or

Status: Approved
Page 10 of 66
.12.1 - GENERAL
2) a missed approach procedure is initiated (ICAO).

Derived from:

available (ICAO).
Derived from:
8168;

Derived from:

Derived from:

Derived from:

Derived from:

Derived from:
6/III;

Status: Approved
Page 11 of 66
.12.1 - GENERAL
12.1.2.40 horizontal wind shear

Change of horizontal wind direction and/or speed with horizontal distance, as would be
determined by two or more anemometers mounted at the same height along a runway (ICAO).
Derived from:
Reference: ICAO Circular 186;
12.1.2.41 IFR flight

Derived from:

Derived from:
Reference:

(ICAO).
Derived from:

Derived from:
12.1.2.45 interrogator
The secondary radar ground station which transmits radio signals for the purpose of inciting
replies in a transponder and receive these replies (EUROCONTROL).
Derived from:

Status: Approved
Page 12 of 66
.12.1 - GENERAL
Source Paragraph:
Reference:
12.1.2.46 level (LVL)

Derived from:
12.1.2.47 low level wind shear

Wind shear along the final approach path or along the runway and the take-off and initial climb-
out flight path (ICAO).
Derived from:

aprons (ICAO).
Derived from:
12.1.2.49 METAR
routine aviation weather report in code form (in aeronautical meteorological code) (ICAO).
Derived from:
Reference:

Derived from:
12.1.2.51 mode (SSR)

intermode. (ICAO)
Derived from:
12.1.2.52 movement area

That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting
of the manoeuvring area and the apron(s). (ICAO)
Derived from:

Status: Approved
Page 13 of 66
.12.1 - GENERAL
Reference: ICAO DOC 4444; ICAO Annex 2; ICAO Annex 4; ICAO Annex 11; ICAO Annex 14 Volume 1; ICAO Annex 15;
12.1.2.53 notice to airmen (NOTAM)

A notice distributed by means of telecommunication containing information concerning the
establishment, condition or change in any aeronautical facility, service, procedure or hazard,
the timely knowledge of which is essential to personnel concerned with flight operations (ICAO).
Derived from:

Derived from:
ICAO DOC 4444;

(LFG).
Derived from:
Reference:

Derived from:
Reference:
12.1.2.57 QFE
Derived from:
Reference:
12.1.2.58 QNH
Derived from:
Reference:
12.1.2.59 radar contact

The situation which exists when the radar position of a particular aircraft is seen and identified
on a radar display (ICAO).
Derived from:

Status: Approved
Page 14 of 66
.12.1 - GENERAL

is assigned (ICAO).
Derived from:

aircraft (ICAO).
Derived from:

Derived from:

Derived from:

Derived from:

Derived from:

of radar (ICAO).
Derived from:
12.1.2.67 regional area forecast centre (RAFC)

Status: Approved
Page 15 of 66
.12.1 - GENERAL
A meteorological centre designated to prepare and supply significant weather forecasts and
upper wind and temperature charts for flights departing from aerodromes within its service area
and to supply grid point data in digital form for up to world-wide coverage. (ICAO).
Derived from:
12.1.2.68 runway (RWY)

A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft
(ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 4; ICAO Annex 11; ICAO Annex 14 Volume 1; ICAO DOC 4444;

Derived from:
1; ICAO DOC 4444;

operations (ICAO).
Derived from:
Reference:

Derived from:
12.1.2.72 SSR mode A

Derived from:
Source Paragraph:
Reference:
12.1.2.73 SSR mode C

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 16 of 66
.12.1 - GENERAL
12.1.2.74 SSR mode S

Derived from:
Source Paragraph:
Reference:

Derived from:
12.1.2.76 strayed aircraft

An aircraft which has deviated significantly from its intended track or which reports that it is
lost (ICAO).
Derived from:
12.1.2.77 surveillance radar

Radar equipment used to determine the position of an aircraft in range and azimuth (ICAO).
Derived from:

cases. (ICAO).
Derived from:
12.1.2.79 taxiway (TWY)

A defined path on a land aerodrome established for the taxiing of aircraft and intended to
provide a link between one part of the aerodrome and another, including:
a) Aircraft stand taxilane. A portion of an apron designated as a taxiway and intended to provide
access to aircraft stands only.
b) Apron taxiway. A portion of a taxiway system located on an apron and intended to provide
a through taxi route across the apron.
c) Rapid exit taxiway. A taxiway connected to a runway at an acute angle and designed to allow
landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways thereby
minimizing runway occupancy times (ICAO).
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 2; ICAO Annex 4; ICAO Annex 14 Volume 1;
12.1.2.80 transition level (TRL)

Status: Approved
Page 17 of 66
.12.1 - GENERAL
The lowest flight level available for use above the transition altitude (ICAO).
Derived from:

Derived from:
12.1.2.82 vertical wind shear

Change of horizontal wind direction and/or speed with height, as would be determined by
means of two or more anemometers mounted at different heights on a single mast (ICAO).
Derived from:

Derived from:
12.1.2.84 visibility (VIS)

Visibility for aeronautical purposes is the greater of:
a) the greatest distance at which a black object of suitable dimensions, situated near the
ground, can be seen and recognized when observed against a bright background;
b) the greatest distance at which lights in the vicinity of 1 000 candelas can be seen and
identified against an unlit background (ICAO).
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 2; ICAO Annex 3; ICAO DOC 8400;

Derived from:
12.1.2.86 voice-ATIS
The provision of ATIS by means of continuous and repetitive voice broadcasts (ICAO).
Derived from:
12.1.2.87 VOLMET broadcast

Status: Approved
Page 18 of 66
.12.1 - GENERAL
Routine broadcast containing, as appropriate, current aerodrome weather reports, aerodrome

forecasts and SIGMET messages for aircraft in flight. (ICAO)
Derived from:
12.1.2.88 world area forecast centre (WAFC)

upper-air forecasts in digital and/or pictorial form on a global basis to regional rea forecast
centres, and direct to States by appropriate means as part of the aeronautical fixed service
(ICAO).
Derived from:
12.1.2.89 world area forecast system (WAFS)

A world-wide system by which world and regional area forecast centres provide aeronautical
meteorological en-route forecasts in uniform standardized formats. (ICAO).
Derived from:

-
12.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
12.1.4 References
-
12.1.4
Derived from:
Source Paragraph:

Status: Approved
Page 19 of 66
.12.1 - GENERAL
Reference:

Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 20 of 66
-
12.2
12.2.1 Application
-
12.2.1
12.2.1.1 Flight information service shall be provided to all aircraft which are likely to be affected by the
information and which are:
Derived from:
a) provided with air traffic control service; or

Derived from:
b) otherwise known to the relevant air traffic services units.

Derived from:
Note(1): Flight information service does not relieve the pilot-in-command of an aircraft of
any responsibilities and the pilot-in-command has to make the final decision
regarding any suggested alteration of flight plan.
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
12.2.2 Scope
-
12.2.2
12.2.2.1 Flight information service is that part of the air traffic services provided by air traffic services
units to issue advice and information useful for the safe and efficient conduct of flight.
Derived from:
Source Paragraph:
Reference: ICAO Annex 11, 2.2 d); ICAO Annex 11, 2.3.2; LVR §73 Abs. 1;
12.2.2.2 Flight information service shall include the provision of pertinent:


Status: Approved
Page 21 of 66
Derived from:
a) SIGMET and AIRMET information;

Derived from:
b) information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash
clouds;
Derived from:
c) information concerning the release into the atmosphere of radioactive materials or toxic
chemicals;
Derived from:
Reference: LVR § 73 Abs. 1 c);
d) information on changes in the serviceability of navigation aids;

Derived from:
e) information on changes in condition of aerodromes and associated facilities, including

information on the state of the aerodrome movement areas when they are affected by
snow, ice or significant depth of water;
Derived from:
f) information on unmanned free balloons;

Derived from:
Reference: LVR § 73 Abs. 1 e);
g) information concerning other traffic constituting a collision hazard;

Derived from:
Source Paragraph:
Reference: LVR §73 Abs. 1 d); ICAO Annex 11, 4.2.2 b); ICAO Annex 11, 4.2.2 Note 1; ICAO Annex 11, 4.2.2 Note
2;
and of any other information likely to affect safety.

Derived from:
Reference:
12.2.2.3 Flight information service provided to flights shall include, in addition to that outlined
in 1.4.4.1 or 12.2.2.2 , the provision of information concerning:
Derived from:

Status: Approved
Page 22 of 66
a) weather conditions reported or forecast at departure, destination and alternate

aerodromes;
Derived from:
b) collision hazards, to aircraft operating in airspace classes C, D, E, F and G;

Derived from:
Reference: LVR § 73 Abs. 1 d); ICAO DOC 4444 7.3.1.3; ICAO DOC 4444 11.4.3.1.3; ICAO DOC 4444 5.10; ICAO
DOC 4444 11.4.3.1.2; ICAO DOC 4444 11.4.3.11;
Note(3): The information in a) should normally be provided only on request.

Derived from:
Source Paragraph:
Reference: ICAO Annex 11, 4.2.2 a);
Note(4): The information in b), including only known aircraft the presence of which might
constitute a collision hazard to the aircraft informed, will sometimes be incomplete
and air traffic services cannot assume responsibility for its issuance at all times or
for its accuracy.
Derived from:
Reference: LVR § 73 Abs. 1 d); ICAO DOC 4444 7.3.1.3; ICAO DOC 4444 11.4.3.1.3; ICAO DOC 4444 5.10; ICAO DOC 4444
11.4.3.1.2; ICAO DOC 4444 11.4.3.11;
12.2.2.4 Flight information service provided to VFR flights shall include, in addition to that outlined
in 1.4.4.1 or 12.2.2.2 , the provision of available information concerning traffic and weather
conditions along the route of flight that are likely to make operation under the visual flight rules
impracticable.
Derived from:
Reference:
12.2.2.5 It should be clearly understood that the provision of flight information service is not an isolated
function but is rather incorporated in the provision of air traffic control service, whenever an
ATC service has been established, except in those cases where, due to traffic density and
workload considerations, flight information service may be provided by personnel specifically
designated for this task.
Derived from:
Source Paragraph:
-
12.2.3
12.2.3.1 Flight information service shall be provided:
Derived from:
Source Paragraph:

Status: Approved
Page 23 of 66

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
Derived from:
Reference:
Derived from:
Source Paragraph:

Status: Approved
Page 24 of 66
.12.3 - USE OF RADAR
12.3 Use of Radar
-
12.3
12.3.1 Functions
-
12.3.1
12.3.1.1 The radar functions which may or may not be performed in the provision of flight information
service are dependent on the available equipment and the licence/rating/endorsement the
respective person providing the service is holding. Based on these factors the scope of radar
functions to be provided including any limitations and/or restrictions and/or prerequesites shall
be prescribed in local instructions
Derived from:
Source Paragraph:
Reference:
a) for each operational working position/sector which is not held by fully licensed radar
ATCOs exclusively; and
Derived from:
Source Paragraph:
Reference:
b) for each operational working position/sector which is not a regular air traffic control
position.
Derived from:
Source Paragraph:
Reference:
12.3.1.2 The information presented on a radar display may be used to provide identified aircraft with:
Derived from:
Reference:
a) information regarding any aircraft observed to be on a conflicting path with the radar-
identified aircraft and suggestions or advice regarding avoiding action;
Derived from:
Reference:
b) information on the position of significant weather and, as practicable advice to the aircraft
on how best to circumnavigate any such areas of adverse weather;
Derived from:
Reference:
c) information to assist the aircraft in its navigation.

Derived from:
Reference:
12.3.2 General Provision

-
12.3.2
12.3.2.1 The radar controller shall adjust the radar display(s) and carry out adequate checks on the
accuracy thereof, in accordance with the technical instructions prescribed by the appropriate
authority for the radar equipment concerned.

Status: Approved
Page 25 of 66
Derived from:
Reference:
12.3.2.2 The radar controller shall be satisfied that the available functional capabilities of the radar
system as well as the information presented on the radar display(s) is adequate for the functions
to be performed.
Derived from:
Reference:
12.3.2.3 The radar controller shall report, in accordance with local procedures, any fault in the
equipment, or any incident requiring investigation, or any circumstances which make it difficult
or impractical to provide radar services.
Derived from:
Reference:
12.3.2.4 Before providing radar service to an aircraft, radar identification shall be established and the
pilot informed. Thereafter, radar identification shall be maintained until termination of the radar
service.
Derived from:
Reference:
12.3.2.5 If radar identification is subsequently lost, the pilot shall be informed accordingly and, when
applicable, appropriate instructions issued.
Derived from:
Reference:
Derived from:
Reference:
12.3.3 Position Information

-
12.3.3
12.3.3.1 An aircraft provided with radar service shall be informed of its position in the following
circumstances:
Derived from:
Reference:
a) upon identification, except when the identification is established:

Derived from:

Status: Approved
Page 26 of 66
Reference:
i) based on the pilot's report of the aircraft position or within one nautical mile of the
runway upon departure and the observation is consistent with the aircraft's time of
departure; or
Derived from:
Source Paragraph: 8.6.4.1.a) i)
Reference:
ii) by use of assigned discrete SSR codes or Mode S and the location of the observed
radar position indication is consistent with the current flight plan of the aircraft; or
Derived from:
Source Paragraph: 8.6.4.1.a) ii)
Reference:
iii) by transfer of radar identification;

Derived from:
Source Paragraph: 8.6.4.1.a) iii)
Reference:
b) when the pilot requests this information;

Derived from:
Reference:
c) when a pilot's estimate differs significantly from the radar controller's estimate based on
radar observation;
Derived from:
Reference:
d) when the pilot is instructed to resume own navigation after radar vectoring if the current
instructions had diverted the aircraft from a previously assigned route;
Derived from:
Reference:
e) immediately before termination of radar service, if the aircraft is observed to deviate from
its intended route.
Derived from:
Reference:
12.3.3.2 Position information shall be passed to aircraft in one of the following forms:
Derived from:
Reference:
a) as a well-known geographical position;

Derived from:
Reference:

Status: Approved
Page 27 of 66
b) magnetic track and distance to a significant point, an en-route navigation aid, or an

approach aid;
Derived from:
Reference:
c) direction (using points of the compass) and distance from a known position;
Derived from:
Reference:
d) distance to touchdown, if the aircraft is on final approach; or

Derived from:
Reference:
e) distance and direction from the centre line of an ATS route.

Derived from:
Reference:
12.3.3.3 Whenever practicable, position information shall relate to positions or routes pertinent to the
navigation of the aircraft concerned and displayed on the radar map.
Derived from:
Reference:
12.3.4 Navigation Assistance

-
12.3.4
12.3.4.1 An identified aircraft observed to deviate significantly from its intended route or designated
holding pattern shall be advised accordingly. Appropriate action shall also be taken if, in the
opinion of the controller, such deviation is likely to affect the service being provided.
Derived from:
Reference:
12.3.4.2 The pilot of an aircraft requesting navigation assistance from an air traffic control unit providing
radar services shall state the reason (e.g. to avoid areas of adverse weather or unreliable
navigational instruments) and shall give as much information as possible in the circumstances.
Derived from:
Reference:
12.3.4.3 Caution shall be exercised when radar vectoring VFR flights so as to ensure that the aircraft
concerned does not inadvertently enter instrument meteorological conditions.
Derived from:
Reference:

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Page 28 of 66
12.3.4.4 Special VFR flights shall not be radar vectored unless special circumstances, such as
emergencies, dictate otherwise.
Derived from:
Reference:
12.3.5 Information Regarding Adverse Weather

-
12.3.5
12.3.5.1 Information that an aircraft appears likely to penetrate an area of adverse weather should be
issued in sufficient time to permit the pilot to decide on an appropriate course of action, including
that of requesting advice on how best to circumnavigate the adverse weather area, if so desired.
Derived from:
Reference:
Note(5): Depending on the capabilities of the radar system, areas of adverse weather may
not be presented on the radar display. An aircraft's weather radar will normally
provide better detection and definition of adverse weather than radar sensors in
use by ATS.
Derived from:
Reference:
12.3.5.2 In vectoring an aircraft for circumnavigating any area of adverse weather, the radar controller
should ascertain that the aircraft can be returned to its intended or assigned flight path within
the available radar coverage, and, if this does not appear possible, inform the pilot of the
circumstances.
Derived from:
Reference:
Note(6): It should be recognized that only fully licensed air traffic controllers may provide
radar vectoring to aircraft.
Derived from:
Source Paragraph:
Reference:
Note(7): Attention must be given to the fact that under certain circumstances the most
active area of adverse weather may not show on a radar display.
Derived from:
Reference:
12.3.6 Collision Hazard Information

-
12.3.6
Derived from:

Status: Approved
Page 29 of 66
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
following form:
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:

Status: Approved
Page 30 of 66
Reference:
or fast.
Derived from:
Reference:
Derived from:
Reference:
accordingly.
Derived from:
Reference:

Status: Approved
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.12.4 - TRANSMISSION OF INFORMATION
12.4 Transmission of Information
-
12.4
12.4.1 Means of Transmission
-
12.4.1
12.4.1.1 Information shall be disseminated to aircraft by one or more of the following means as
determined by the appropriate ATS authority:
Derived from:
Reference:
a) the preferred method of directed transmission on the initiative of the appropriate ATS unit
to an aircraft, ensuring that receipt is acknowledged; or
Derived from:
Reference:
b) a general call, unacknowledged transmission to all aircraft concerned; or

Derived from:
Reference:
c) broadcast; or
Derived from:
Reference:
d) data link.
Derived from:
Reference:
Note(8): It should be recognized that in certain circumstances, e.g. during the last stages
of a final approach, it may be impracticable for aircraft to acknowledge directed
transmissions.
Derived from:
Reference:
12.4.1.2 The use of general calls shall be limited to cases where it is necessary to disseminate essential
information to several aircraft without delay, e.g. the sudden occurrence of hazards, a change
of the runway-in-use, or the failure of a key approach and landing aid.
Derived from:
Reference:
12.4.2 Coordination
-
12.4.2
12.4.2.1 Where this is deemed necessary by the appropriate ATS authority or authorities, coordination
between ATS units providing flight information service in adjacent FIRs shall be effected in
respect of IFR and VFR flights, in order to ensure continued flight information service to such
aircraft in specified areas or along specified routes. Such coordination shall be effected in
accordance with an agreement between the ATS units concerned.

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.12.4 - TRANSMISSION OF INFORMATION
Derived from:
Reference:
12.4.2.2 Where coordination of flights is effected in accordance with 12.4.2.1 , this shall include
transmission of information as agreed in the relevant letter of agreement and prescribed in the
local manual(s).
Derived from:
Source Paragraph:
Reference: ICAO 4444, 10.2.2;
12.4.2.3 This information shall be forwarded to the air traffic services unit in charge of the next FIR in
which the aircraft will operate prior to the aircraft entering such FIR.
Derived from:
Reference:
12.4.2.4 When messages are exchanged orally between the relevant air traffic services units, an oral
acknowledgement shall constitute evidence of receipt of the message. No confirmation in
written form shall therefore be required.
Derived from:
12.4.2.5 When so required by agreement between the appropriate ATS authorities to assist in the
identification of strayed or unidentified aircraft and thereby eliminate or reduce the need for
interception, flight plan and flight progress information for flights along specified routes or
portions of routes in close proximity to FIR boundaries shall also be provided to the air traffic
services units in charge of the FIRs adjacent to such routes or portions of routes.
Derived from:
Reference:

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.12.5 - INFORMATION RELATED TO THE OPERATION OF AIRCRAFT
12.5 Information Related to the Operation of Aircraft
-
12.5
12.5.1 Start-Up Time
-
12.5.1
12.5.1.1 When so requested by the pilot prior to engine start, an expected take-off time should be given,
unless engine start time procedures are employed.
Derived from:
Reference:
12.5.1.2 When delay for a departing aircraft is anticipated to exceed 10 minutes, the aerodrome control
tower should issue an expected start-up time to an aircraft requesting start-up.
Derived from:
Reference:
12.5.1.3 If a start-up clearance is withheld, the flight crew shall be advised of the reason.
Derived from:
Reference:
12.5.2 Aeronautical Facilities

-
12.5.2
12.5.2.1 Messages concerning the operation of aeronautical facilities shall be transmitted to aircraft from
whose flight plan it is apparent that the operation of the flight may be affected by the operating
status of the operating facility concerned. They shall contain appropriate data on the service
status of the facility in question, and, if the facility is out of operation, an indication when the
normal operating status will be restored.
Derived from:
Reference:

Status: Approved
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12.6 Traffic Information
-
12.6
12.6.1 Essential Local Traffic Information
-
12.6.1
12.6.1.1 Information on essential local traffic shall be issued in a timely manner, either directly or through
the unit providing approach control service when, in the judgement of the aerodrome controller,
such information is necessary in the interests of safety, or when requested by aircraft.
Derived from:
Reference:
12.6.1.2 Essential local traffic shall be considered to consist of any aircraft, vehicle or personnel on or
constitute a hazard to the aircraft concerned.
Derived from:
Reference:
12.6.1.3 Essential local traffic shall be described so as to be easily identified.

Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
b) the words TRAFFIC IS or ADDITIONAL TRAFFIC IS, if necessary;

Derived from:
Reference:
c) description of the essential local traffic in terms that will facilitate recognition of it by the
pilot, e.g. type, speed category and/or colour of aircraft, type of vehicle, number of
persons, etc.;
Derived from:
Reference:
d) position of the essential local traffic relative to the aircraft concerned, and direction of
movement.
Derived from:
Reference:

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12.6.2 Essential Traffic Information
-
12.6.2
Derived from:
Reference:
Derived from:
Reference:
12.6.2.3 This information will inevitably relate to controlled flights cleared subject to maintaining own
separation and remaining in visual meteorological conditions and also whenever the intended
separation minimum has been infringed.
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
c) direction of flight of aircraft concerned;

Derived from:
Reference:
d) type and wake turbulence category (if relevant) of aircraft concerned;

Derived from:
Reference:
e) cruising level of aircraft concerned; and

Derived from:

Status: Approved
Page 36 of 66
Reference:
f) position of aircraft concerned in terms of either

Derived from:
Source Paragraph:
Reference: ICAO DOC 4444, 5.10.2; ICAO DOC 4444, 11.4.3.1.2;
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:
12.6.3 Information to Aircraft Operating Outside Controlled Airspace

-
12.6.3
12.6.3.1 Due to the factors influencing the nature of the flight information services, and particularly the
question of provision of information on possible collision hazards to aircraft operating outside
controlled airspace, it is not possible to specify standard texts for these messages.
Derived from:
Reference:
12.6.3.2 Where such messages are transmitted they shall, however, contain sufficient data on the
direction of flight and the estimated time, level and point at which the aircraft involved in the
possible collision hazard will pass, overtake or approach each other. This information shall be
given in such a way that the pilot of each aircraft concerned is able to appreciate clearly the
nature of the hazard.

Status: Approved
Page 37 of 66
Derived from:
Reference:

Status: Approved
Page 38 of 66
.12.7 - ESSENTIAL INFORMATION ON AERODROME CONDITIONS
12.7 Essential Information on Aerodrome Conditions
-
12.7
12.7.1 Scope
-
12.7.1
12.7.1.1 Essential information on aerodrome conditions is information necessary to safety in the
operation of aircraft, which pertains to the movement area or any facilities usually associated
therewith. For example, construction work on a taxi strip not connected to the runway-in-use
would not be essential information to any aircraft except one that might be taxied in the vicinity
of the construction work. As another example, if all traffic must be confined to runways, that
fact should be considered as essential aerodrome information to any aircraft not familiar with
the aerodrome.
Derived from:
Reference:
12.7.1.2 Whenever information is provided on aerodrome conditions, this shall be done in a clear and
concise manner so as to facilitate appreciation by the pilot of the situation described. It shall
be issued whenever deemed necessary by the controller on duty in the interest of safety, or
when requested by an aircraft. If the information is provided on the initiative of the controller, it
shall be transmitted to each aircraft concerned in sufficient time to enable the pilot to make
proper use of the information.
Derived from:
Reference:
12.7.1.3 Essential information on aerodrome conditions shall include information relating to the
following:
Derived from:
Reference:
a) construction or maintenance work on, or immediately adjacent to the movement area;

Derived from:
Reference:
b) rough or broken surfaces on a runway, a taxiway or an apron, whether marked or not;

Derived from:
Reference:
c) snow, slush or ice on a runway, a taxiway or an apron;

Derived from:
Reference:
d) water on a runway, a taxiway or an apron;

Derived from:
Reference:
e) snow banks or drifts adjacent to a runway, a taxiway or an apron;

Status: Approved
Page 39 of 66
Derived from:
Reference:
f) other temporary hazards, including parked aircraft and birds on the ground or in the air;
Derived from:
Reference:
g) failure or irregular operation of part or all of the aerodrome lighting system;

Derived from:
Reference:
h) any other pertinent information.

Derived from:
Source Paragraph: 7.4.2 h)
Reference:
Note(11): Up-to-date information on the conditions on aprons may not always be available
to the aerodrome control tower. The responsibility of the aerodrome control tower
in relation to aprons is, with respect to the provisions of 12.7.1.1 and
12.7.1.3 , limited to the transmission to aircraft of the information which is
provided to it by the authority responsible for the aprons.
Derived from:
Reference:
12.7.1.4 Information that water is present on a runway shall be transmitted to each aircraft concerned,
on the initiative of the controller, using the following terms:
Derived from:
Reference:
DAMP the surface shows a change of colour due to moisture.

Derived from:
Source Paragraph: 11.4.3.4.2 Auflistung
Reference:
WET the surface is soaked but there is no standing water.

Derived from:
Reference:
WATER PATCHES patches of standing water are visible.

Derived from:
Reference:
FLOODED extensive standing water is visible.


Status: Approved
Page 40 of 66
Derived from:
Reference:
12.7.1.5 Essential information on aerodrome conditions shall be given to every aircraft, except when it
is known that the aircraft already has received all or part of the information from other sources.
The information shall be given in sufficient time for the aircraft to make proper use of it, and the
hazards shall be identified as distinctly as possible.
Derived from:
Reference:
Note(12): "Other sources" include NOTAM, ATIS broadcasts, and the display of suitable
signals.
Derived from:
Reference:
12.7.1.6 When a not previously notified condition pertaining to the safe use by aircraft of the
manoeuvring area is reported to or observed by the controller, the appropriate aerodrome
authority shall be informed and operations on that part of the manoeuvring area terminated
until otherwise advised by the appropriate aerodrome authority.
Derived from:
Reference:

Status: Approved
Page 41 of 66
.12.8 - METEOROLOGICAL INFORMATION
12.8 Meteorological Information
-
12.8
12.8.1 Source of Information
-
12.8.1
12.8.1.1 Meteorological information concerning the meteorological conditions at aerodromes, to be
transmitted to aircraft by the ATS unit concerned, shall be extracted by the ATS unit concerned
from the following meteorological messages, provided by the appropriate meteorological office,
supplemented for arriving and departing aircraft, as appropriate, by information from indicators
relating to meteorological sensors (in particular, those related to the surface wind and runway
visual range) located in the ATS units:
Derived from:
Reference:
a) local meteorological routine and special reports;

Derived from:
Reference:
b) METAR/SPECI, for dissemination to other aerodromes beyond the aerodrome of origin

(mainly intended for flight planning, VOLMET broadcasts and D-VOLMET).
Derived from:
Reference:
12.8.2 SIGMET, AIRMET & Special Air-Reports

-
12.8.2
12.8.2.1 Special air-reports shall be made by all aircraft whenever the following conditions are
encountered or observed:
Derived from:
Reference:
a) severe turbulence; or
Derived from:
Reference:
b) severe icing; or
Derived from:
Reference:
c) severe mountain wave; or

Derived from:
Reference:
d) thunderstorms, without hail that are obscured, embedded, widespread or in squall-lines;

or
Derived from:

Status: Approved
Page 42 of 66
Reference:
e) thunderstorms, with hail that are obscured, embedded, widespread or in squall-lines; or

Derived from:
Reference:
f) heavy dust storm or heavy sandstorm; or

Derived from:
Reference:
g) volcanic ash cloud; or

Derived from:
Reference:
h) pre-eruption volcanic activity or a volcanic eruption.

Derived from:
Reference:
Note(13): Pre-eruption volcanic activity in this context means unusual and/or increasing
volcanic activity which could presage a volcanic eruption.
Derived from:
Source Paragraph: 4.12.3.1 h) Note
Reference:
In addition, in the case of transonic and supersonic flight:

Derived from:
Source Paragraph: 4.12.3.1 text
Reference:
i) moderate turbulence; or
Derived from:
Reference:
j) hail; or
Derived from:
Reference:
k) cumulonimbus clouds.
Derived from:
Source Paragraph: 4.12.3.1. k)
Reference:
12.8.2.2 When voice communications are used, special air-reports shall contain the following elements:
Derived from:

Status: Approved
Page 43 of 66
Reference:
Message type designator

Derived from:
Reference:
Section 1.- Position information

Derived from:
Reference:
1) aircraft identification
Derived from:
Reference:
2) position
Derived from:
Reference:
3) time
Derived from:
Reference:
4) flight level or altitude

Derived from:
Reference:
Section 3.- Meteorological information

Derived from:
Reference:
5) Condition prompting the issuance of the special air-report, to be selected from the list
presented under 12.8.2.1 or 15.8.2.3 .
Derived from:
Reference:
12.8.2.3 When receiving ADS reports which contain a meteorological information block, air traffic
services units shall relay the basic ADS and meteorological information blocks without delay
to the world area forecast centres (WAFCs).
Derived from:
Reference:

Status: Approved
Page 44 of 66
Derived from:
Reference:
12.8.2.5 When receiving air-reports by voice communications, air traffic services units shall forward
them without delay to their associated meteorological watch offices. In the case of routine air-
reports which contain a Section 3, the air traffic services unit shall forward Section 1, sub-items
1 to 3 and Section 3.
Derived from:
Reference:
12.8.2.6 SIGMET information shall be transmitted to aircraft with the least possible delay on the initiative
of the appropriate ATS unit, by the preferred method of directed transmission followed by
acknowledgement, or by a general call when the number of aircraft would render the preferred
method impracticable and shall cover the portion of the route up to one hour's flying time ahead
of the aircraft.
Derived from:
Reference: ICAO DOC 4444, 9.1.3.2; ICAO DOC 4444, 9.1.3.2.2; ICAO DOC 7030 EUR/RAC 12.3.1;
12.8.2.7 AIRMET information shall be disseminated to aircraft likely to be affected on ground initiative
by one or more of the means specified in 12.4.1.1 or 15.6.2 and shall cover a portion of the
route up to one hour's flying time ahead of the aircraft.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 9.1.3.2.1; ICAO DOC 4444 9.1.3.2.2; ICAO DOC 4444 9.1.3.1.1; ICAO DOC 7030 EUR/RAC
12.2.1; ICAO DOC 7030 EUR/RAC 12.3.1;
12.8.2.8 Special air-reports shall be transmitted on ground initiative with the least possible delay by one
or more of the means specified in 12.4.1.1 or 15.6.2 to aircraft likely to be affected and shall
cover the portion of the route up to one hour's flying time ahead of the aircraft.
Derived from:
Reference: ICAO Annex 11, 4.2.3; ICAO DOC 4444, 9.1.3.2.2; ICAO DOC 4444, 9.1.3.2.1; Lokalisierte Komponente zu ICAO
DOC 7030 EUR/RAC 12.2.1;
12.8.2.9 ATS units shall transmit, as soon as practicable, special air-reports to the associated
meteorological office, and to other ATS units concerned. Transmissions to aircraft shall be
continued at least for a period of one hour.
Derived from:
Reference: ICAO DOC 4444, 9.1.3.2; ICAO DOC 7030, 12.3.1; DN2 ATMM 6/04; DN2 ATMM 7/04; DN ATMM 16/04;
12.8.3 Special Reports & Aerodrome Forecasts

-
12.8.3
12.8.3.1 Special reports in the SPECI code form and amended TAF shall be transmitted on request and
supplemented by:

Status: Approved
Page 45 of 66
Derived from:
Reference:
a) directed transmission from the appropriate air traffic services unit of selected special
reports and amended TAF for the departure, destination and its alternate aerodromes, as
listed in the flight plan; or
Derived from:
Reference:
b) a general call on appropriate frequencies for the unacknowledged transmission to affected

aircraft of selected special reports and amended TAF; or
Derived from:
Reference:
c) continuous or frequent broadcast or the use of data link to make available current
aerodrome reports and forecasts. VOLMET broadcasts and/or D-VOLMET should be
used to serve this purpose (see ICAO Annex 11, 4.4)
Derived from:
12.8.3.2 Amended aerodrome forecasts shall be passed to aircraft within 60 minutes from the
aerodrome of destination, unless the information was made available through other means.
Derived from:
Reference: ICAO DOC 4444, 9.1.3.5.2; ICAO DOC 4444, 9.1.3.5.1;
12.8.4 Aerodrome & Meteorological Information

-
12.8.4
12.8.4.1 Prior to taxiing for take-off, aircraft shall be advised of the following elements of information, in
the order listed, with the exception of such elements which it is known the aircraft has already
received:
Derived from:
Reference:
a) the runway to be used;

Derived from:
Reference:
b) the surface wind direction and speed, including significant variations therefrom;
Derived from:
Reference:
c) the QNH altimeter setting and, either on a regular basis in accordance with local
arrangements or if so requested by the aircraft, the QFE altimeter setting;

Status: Approved
Page 46 of 66
Derived from:
Reference:
d) the air temperature for the runway to be used, in the case of turbine-engined aircraft;
Derived from:
Reference:
e) the visibility representative of the direction of take-off and initial climb, if less than 10 km,
or, when applicable, the RVR value(s) for the runway to be used;
Derived from:
Reference:
f) the correct time.

Derived from:
Reference:
Note(14): The meteorological information listed above is to follow the criteria used for
meteorological routine and special reports, in accordance with ICAO DOC 4444,
Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.9.
Derived from:
Reference:
12.8.4.2 Prior to take-off, aircraft shall be advised of:

Derived from:
Reference:
a) any significant changes in the surface wind direction and speed, the air temperature, and
the visibility representative of the direction of take-off and initial climb, if less than 10 km,
Derived from:
Reference:
b) significant meteorological conditions in the take-off and climb-out area, except when it is
known that the information has already been received by the aircraft.
Derived from:
Reference:
Note(15): Significant meteorological conditions in this context include the occurrence or

expected occurrence of cumulonimbus or thunderstorm, moderate or severe
turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing
precipitation, severe mountain waves, sand storm, dust storm, blowing snow,
tornado or waterspout in the take-off and climb-out area.
Derived from:

Status: Approved
Page 47 of 66
Reference:
Derived from:
Derived from:
Reference:
12.8.4.4 Information regarding changes in the operational status of visual or non-visual aids essential
for take-off and climb shall be transmitted without delay to a departing aircraft, except when it
is known that the aircraft already has received the information.
Derived from:
Reference:
12.8.4.5 As early as practicable after an aircraft has established communication with the unit providing
approach control service, the following elements of information, in the order listed, shall be
transmitted to the aircraft, with the exception of such elements which it is known the aircraft
has already received:
Derived from:
Reference:
a) type of approach and runway-in-use;

Derived from:
Reference:
b) meteorological information, as follows:

Derived from:
Reference:
1) surface wind direction and speed, including significant variations;

Derived from:
Source Paragraph: 6.6.1.b.1)
Reference:
2) visibility and, when applicable, runway visual range (RVR);


Status: Approved
Page 48 of 66
Derived from:
Reference:
3) present weather;
Derived from:
Reference:
4) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude,
whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when
available;
Derived from:
Reference:
5) air temperature;
Derived from:
Reference:
6) dew point temperature;

Derived from:
Reference:
7) altimeter setting(s);
Derived from:
Reference:
8) any available information on significant meteorological phenomena in the approach

area; and
Derived from:
Reference:
9) trend-type landing forecast, when available.

Derived from:
Reference:
Note(17): The meteorological information listed above is identical to that required in ATIS
broadcasts for arriving aircraft as specified in Annex 11, 4.3.7 j) to r) and is to be
extracted from local meteorological routine and special reports, in accordance with
ICAO Doc 4444 Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.9.
Derived from:
Source Paragraph: 6.6.1.b.Note
Reference:
c) current runway surface conditions, in case of precipitants or other temporary hazards;

Derived from:

Status: Approved
Page 49 of 66
Reference:
d) changes in the operational status of visual and non-visual aids essential for approach and
landing.
Derived from:
Reference:
12.8.4.6 It should be recognized that information published by NOTAM or disseminated by other means
may not have been received by the aircraft prior to departure or during enroute flight.
Derived from:
Reference:
12.8.4.7 If it becomes necessary or operationally desirable that an arriving aircraft follow an instrument
approach procedure or use a runway other than that initially stated, the flight crew shall be
advised without delay.
Derived from:
Reference:
12.8.4.8 Prior to entering the traffic circuit or commencing its approach to land, an aircraft shall be
provided with the following elements of information, in the order listed, with the exception of
such elements which is known the aircraft has already received:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
arrangements or, if so requested by the aircraft, the QFE altimeter setting.
Derived from:
Reference:
Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.9.
Derived from:
Reference:

Status: Approved
Page 50 of 66
12.8.4.9 At the commencement of final approach, the following information shall be transmitted to
aircraft:
Derived from:
Reference:
a) significant changes in the mean surface wind direction and speed;

Derived from:
Reference:
Note(19): Significant changes are specified in Annex 3, Chapter 4. However, if the controller
possesses wind information in the form of components, the significant changes
are:
w Mean head-wind component: 19 km/h (10 kt)
w Mean tail-wind component: 4 km/h (2 kt)
w Mean cross-wind component: 9 km/h (5 kt)
Derived from:
Reference:
b) the latest information, if any, on wind shear and/or turbulence in the final approach area;
Derived from:
Reference:
c) the current visibility representative of the direction of approach and landing or, when
provided, the current runway visual range value(s) and the trend.
Derived from:
Reference:
12.8.4.10 During final approach, the following information shall be transmitted without delay:
Derived from:
Reference:
a) the sudden occurrence of hazards (e.g. unauthorized traffic on the runway);

Derived from:
Reference:
b) significant variations in the current surface wind, expressed in terms of minimum and
maximum values;
Derived from:
Reference:
c) significant changes in runway surface conditions;

Derived from:

Status: Approved
Page 51 of 66
Reference:
d) changes in the operational status of required visual or non-visual aids;

Derived from:
Reference:
e) changes in observed RVR value(s), in accordance with the reported scale in use, or
changes in the visibility representative of the direction of approach and landing.
Derived from:
Reference:
12.8.5 Change of Flight Rules

-
12.8.5
12.8.5.1 Information to a pilot changing from IFR flight to VFR flight where it is likely that flight in VMC
cannot be maintained shall be given in the following manner:
Derived from:
Reference:
"INSTRUMENT METEOROLOGICAL CONDITIONS REPORTED (or forecast) IN THE

VICINITY OF (location)".
Derived from:
Reference:

Status: Approved
Page 52 of 66
.12.9 - HAZARDS
12.9 Hazards
-
12.9
12.9.1 Abnormal Aircraft Configuration & Condition
-
12.9.1
12.9.1.1 Whenever an abnormal configuration or condition of an aircraft, including conditions such as
landing gear not extended or only partly extended, or unusual smoke emissions from any part
of the aircraft, is observed by or reported to the aerodrome controller, the aircraft concerned
shall be advised without delay.
Derived from:
Reference:
12.9.1.2 When requested by the flight crew of a departing aircraft suspecting damage to the aircraft, the
departure runway used shall be inspected without delay and the flight crew advised in the most
expeditious manner as to whether any aircraft debris or bird or animal remains have been found
or not.
Derived from:
Reference:
12.9.2 Wake Turbulence & Jet Blast

-
12.9.2
12.9.2.1 Aerodrome controllers shall, when applicable, apply the wake turbulence separation minima
specified in 7.3.2 . Whenever the responsibility for wake turbulence avoidance rests with the
pilot-in-command, aerodrome controllers shall, to the extent practicable, advise aircraft of the
expected occurrence of hazards caused by turbulent wake.
Derived from:
Reference:
Note(20): Occurrence of turbulent wake hazards cannot be accurately predicted and

aerodrome controllers cannot assume responsibility for the issuance of advice on
such hazards at all times, nor for its accuracy. Information on hazards due to wake
vortices is contained in the Air Traffic Services Planning Manual (Doc 9426), Part
II, Section 5. Wake turbulence categories of aircraft are specified in 7.3.1 .
Derived from:
Reference:
12.9.2.2 In issuing clearances or instructions, air traffic controllers should take into account the hazards
caused by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking off or landing,
particularly when intersecting runways are being used, and to vehicles and personnel operating
on the aerodrome.
Derived from:
Reference:
Note(21): Jet blast and propeller slipstream can produce localized wind velocities of
sufficient strength to cause damage to other aircraft, vehicles and personnel
operating within the affected area.
Derived from:

Status: Approved
Page 53 of 66
.12.9 - HAZARDS
Source Paragraph: 7.3.1.5.2. Note
Reference:
12.9.3 Unmanned Free Ballons

-
12.9.3
12.9.3.1 Appropriate information on heavy or medium unmanned free balloons shall be disseminated
to aircraft by one or more of the means specified in 12.4.1.1 .
Derived from:
Source Paragraph: 9.1.3.1.6.
Reference:
12.9.4 Radioactive & Toxic Chemical Materials

-
12.9.4
12.9.4.1 Information on the release into the atmosphere of radioactive materials or toxic chemicals which
could affect airspace within the area of responsibility of the ATS unit shall be transmitted to
aircraft by one or more of the means specified in 12.4.1.1 and 15.6.2 .
Derived from:
Reference:
12.9.5 Volcanic Activity

-
12.9.5
12.9.5.1 Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash
clouds shall be disseminated to aircraft by one or more of the means specified in 12.4.1.1
and 15.6.2 .
Derived from:
12.9.5.2 Special air-reports containing observations of volcanic activity shall be recorded on the special
air-report of volcanic activity form. Forms based on the model form for special air-reports of
volcanic activity at Appendix 1 shall be provided for flight crews operating on routes which could
be affected by volcanic ash clouds.
Derived from:
Reference:
Note(22): The recording and reporting instructions may conveniently be printed on the back
of the special air-report of volcanic activity form.
Derived from:
Reference:

Status: Approved
Page 54 of 66
.12.10 - OPERATIONAL FLIGHT INFORMATION SERVICE (OFIS) BROADCASTS
12.10 Operational Flight Information Service (OFIS) Broadcasts
-
12.10
12.10.1 Voice-ATIS
-
12.10.1
12.10.1.1 Voice-automatic terminal information service (Voice-ATIS) broadcasts shall be provided at
aerodromes where there is a requirement to reduce the communication load on the ATS VHF
air-ground communication channels. When provided, they shall comprise:
Derived from:
Reference:
a) one broadcast serving arriving aircraft; or

Derived from:
Source Paragraph: 4.3.4.1a)
Reference:
b) one broadcast serving departing aircraft; or

Derived from:
Source Paragraph: 4.3.4.1b)
Reference:
c) one broadcast serving both arriving and departing aircraft; or

Derived from:
Source Paragraph: 4.3.4.1c)
Reference:
d) two broadcasts serving arriving and departing aircraft respectively at those aerodromes
where the length of a broadcast serving both arriving and departing aircraft would be
excessively long.
Derived from:
Source Paragraph: 4.3.4.1d)
Reference:
12.10.1.2 A discrete VHF frequency shall, whenever practicable, be used for Voice-ATIS broadcasts. If
a descrete frequency is not available, the transmission may be made on the voice channel(s)
of the most appropriate terminal navigation aid(s), preferably a VOR, provided the range and
readability are adequate and the identification of the navigation aid is sequenced with the
broadcast so that the latter is not obliterated.
Derived from:
Reference:
12.10.1.3 Voice-ATIS broadcasts shall not be transmitted on the voice channel of an ILS.
Derived from:
Reference:
12.10.1.4 Whenever Voice-ATIS is provided, the broadcast shall be continuous and repetitive.
Derived from:
Reference:

Status: Approved
Page 55 of 66
12.10.1.5 The information contained in the current broadcast shall immediately be made known to the
ATS unit(s) concerned with the provision to aircraft of information relating to approach, landing
and take-off, whenever the message has not been prepared by that (those) unit(s).
Derived from:
Reference:
Note(23): The requirements for the provision of ATIS that applies to both Voice-ATIS and
D-ATIS are contained in 4.3.6 below.
Derived from:
Reference:
12.10.1.6 Voice-ATIS broadcasts provided at aerodromes designated for use by international air services
shall be available in the English language.
Derived from:
Reference:
12.10.1.7 Where Voice-ATIS broadcasts are available in more than one language, a discrete channel
should be used for each language.
Derived from:
Reference:
12.10.1.8 The Voice-ATIS broadcast message should, whenever practicable, not exceed 30 seconds,
care being taken that the readability of the ATIS message is not impaired by the speed of the
transmission or by the identification signal of a navigation aid used for transmission of ATIS.
The ATIS broadcast message should take into consideration human performance.
Derived from:
Reference:
Note(24): Guidance material on human performance can be found in the Human Factors
Training Manual (Doc 9683).
Derived from:
Reference:
12.10.2 D-ATIS
-
12.10.2
12.10.2.1 Where real-time meteorological information is included but the data remains within the
parameters of the significant change criteria, the content, for the purpose of maintaining the
same designator, shall be considered identical.
Derived from:
Reference:
Note(25): Significant change criteria are specified in Annex 3, 4.3.4.


Status: Approved
Page 56 of 66
Derived from:
Reference:
12.10.2.2 Where a D-ATIS supplements the existing availability of Voice-ATIS, the information shall be
identical in both content and format to the applicable Voice-ATIS broadcast.
Derived from:
Reference:
12.10.2.3 Where a D-ATIS supplements the existing availability of Voice-ATIS and the ATIS requires
updating, Voice-ATIS and D-ATIS shall be updated simultaneously.
Derived from:
Reference:
Note(26): Guidance material relating to D-ATIS is contained in the Manual of Air Traffic
Services Data Link Applications (Doc 9694). The technical requirements for the
D-ATIS application are contained in Annex 10, Volume III, Part I, Chapter 3.
Derived from:
Reference:
12.10.3 ATIS
-
12.10.3
12.10.3.1 An ATIS broadcast should not require the assignment of a VHF frequency that is subject to
international frequency assignment.
Derived from:
Reference:
12.10.3.2 An ATIS broadcast, when containing departure information only and when requiring to be
transmitted on a discrete frequency, should be transmitted on a ground control VHF frequency.
Derived from:
Reference:
12.10.3.3 ATIS broadcast messages need not contain an instruction that, on initial contact with the
appropriate ATS unit, the pilot acknowledge receipt of the ATIS message.
Derived from:
Reference:
12.10.3.4 Whenever Voice-ATIS and/or D-ATIS is provided:

Derived from:
Reference:
a) the information communicated shall relate to a single aerodrome;


Status: Approved
Page 57 of 66
Derived from:
Reference:
b) the information communicated shall be updated immediately a significant change occurs;

Derived from:
Reference:
c) the preparation and dissemination of the ATIS message shall be the responsibility of the
air traffic services;
Derived from:
Reference:
d) individual ATIS messages shall be identified by a designator in the form of a letter of the
ICAO spelling alphabet. Designators assigned to consecutive ATIS messages shall be in
alphabetical order;
Derived from:
Reference:
e) aircraft shall acknowledge receipt of the information upon establishing communication

with the ATS unit providing approach control service or the aerodrome control tower, as
appropriate;
Derived from:
Reference:
f) the appropriate ATS unit shall, when replying to the message in e) above or, in the case
of arriving aircraft, at such other time as may be prescribed by the appropriate ATS
authority, provide the aircraft with the current altimeter setting; and
Derived from:
Source Paragraph: 4.3.6.1.f)
Reference:
g) the meteorological information shall be extracted from the local meteorological routine or
special report.
Derived from:
Source Paragraph: 4.3.6.1.g)
Reference:
Note(27): In accordance with Annex 3, Sections 4.5 and 4.7, the surface wind direction and
speed and runway visual range (RVR) are to be averaged over 2 minutes and 1
minute, respectively; and the wind information is to refer to conditions along the
runway for departing aircraft and to conditions at the touchdown zone for arriving
aircraft. A template for the local meteorological report, including the corresponding
ranges and resolutions of each element, are in Appendix 2 to Annex 3. Additional
criteria for the local meteorological report are contained in Chapter 4 of, and in
Attachment C to, Annex 3.
Derived from:
Reference:

Status: Approved
Page 58 of 66
12.10.3.5 When rapidly changing meteorological conditions make it inadvisable to include a weather
report in the ATIS, the ATIS messages shall indicate that the relevant weather information will
be given on initial contact with the appropriate ATS unit.
Derived from:
Reference:
12.10.3.6 Information contained in a current ATIS, the receipt of which has been acknowledged by the
aircraft concerned, need not be included in a directed transmission to the aircraft, with the
exception of the altimeter setting, which shall be provided in accordance with 12.10.3.4 f) .
Derived from:
Reference:
12.10.3.7 If an aircraft acknowledges receipt of an ATIS that is no longer current, the pilot shall be adviced
to monitor the current ATIS information.
Derived from:
Source Paragraph:
Reference: ICAO Annex 11, 4.3.6.4; ATM130-1/46-04 (Meldung an OZB über Abweichung von ICAO Annex 11);
12.10.3.8 Contents of ATIS should be kept as brief as possible. Information additional to that specified
for arriving and/or departing aircraft, for example information already available in aeronautical
information publications (AIPs) and NOTAM, should only be included when justified in
exceptional circumstances.
Derived from:
Reference:
12.10.4 ATIS for Arriving & Departing Aircraft

-
12.10.4
12.10.4.1 ATIS messages containing both arrival and departure information shall contain the following
elements of information in the order listed:
Derived from:
Reference:
Derived from:
Reference:
b) arrival and/or departure indicator;

Derived from:
Reference:

Derived from:

Status: Approved
Page 59 of 66
Reference:
d) designator;
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
g) the runway(s) in use; status of arresting system constituting a potential hazard, if any;
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:

Derived from:

Status: Approved
Page 60 of 66
Reference:
n) present weather;
Derived from:
Reference:
Derived from:
Reference:
p) air temperature;
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
s) any available information on significant meteorological phenomena in the approach and

climb-out areas including wind shear, and information on recent weather of operational
significance;
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
12.10.5 ATIS for Arriving Aircraft

-
12.10.5
12.10.5.1 ATIS messages containing arrival information only shall contain the following elements of
Derived from:

Status: Approved
Page 61 of 66
Reference:
Derived from:
Reference:
b) arrival indicator;
Derived from:
Reference:

Derived from:
Reference:
d) designator;
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:
g) main landing runway(s); status of arresting system constituting a potential hazard, if any;
Derived from:
Reference:

Derived from:
Reference:

Derived from:
Reference:

Derived from:

Status: Approved
Page 62 of 66
Reference:

Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
n) present weather;
Derived from:
Reference:
Derived from:
Reference:
p) air temperature;
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
s) any available information on significant meteorological phenomena in the approach area

including wind shear, and information on recent weather of operational significance;
Derived from:
Reference:

Status: Approved
Page 63 of 66
Derived from:
Reference:

Derived from:
Reference:
12.10.6 ATIS for Departing Aircraft

-
12.10.6
12.10.6.1 ATIS messages containing departure information only shall contain the following elements of
Derived from:
Reference:
Derived from:
Reference:
b) departure indicator;
Derived from:
Reference:

Derived from:
Reference:
d) designator;
Derived from:
Reference:

Derived from:
Reference:
f) runway(s) to be used for take-off; status of arresting system constituting a potential

hazard, if any;
Derived from:
Reference:
g) significant surface conditions of runway(s) to be used for take-off and, if appropriate,

braking action;

Status: Approved
Page 64 of 66
Derived from:
Reference:
h) departure delay, if appropriate;

Derived from:
Reference:
i) transition level, if applicable;

Derived from:
Reference:
j) other essential operational information;

Derived from:
Reference:
k) surface wind direction and speed, including significant variations and, if surface wind
Derived from:
Reference:
l) visibility and, when applicable, RVR;

Derived from:
Reference:
m) present weather;
Derived from:
Reference:
n) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever
Derived from:
Reference:
o) air temperature;
Derived from:
Reference:
p) dew point temperature;

Derived from:
Reference:

Status: Approved
Page 65 of 66
q) altimeter setting(s);
Derived from:
Reference:
r) any available information on significant meteorological phenomena in the climb-out area

including wind shear;
Derived from:
Reference:
s) trend forecast, when available; and

Derived from:
Reference:
t) specific ATIS instructions.

Derived from:
Reference:
12.10.7 Direct Request/Reply Transmissions

-
12.10.7
12.10.7.1 When requested by the pilot, the applicable OFIS message(s) shall be transmitted by the
appropriate ATS unit.
Derived from:
Reference:

Status: Approved
Page 66 of 66
.-
13 - Alerting Service

Status: Approved
Valid: 2006-11-23 - ufn Chapter13 - Alerting Service
Page 1 of 46
.13.1 - GENERAL
13.1 General
-
13.1
-
13.1.1
13.1.1.1 ALERFA
alert phase (ICAO)
Derived from:
13.1.1.2 ALR
message indicator for alerting (ALR) messages (ICAO)
Derived from:
Reference:
13.1.1.3 ALRS
alerting service (ICAO)
Derived from:
13.1.1.4 ATC
Derived from:
13.1.1.5 ATM
air traffic management (ICAO)
Derived from:
13.1.1.6 ATS
Derived from:
13.1.1.7 DETRESFA
distress phase (ICAO)
Derived from:
Reference: ICAO Annex 11; ICAO Annex 12; ICAO DOC 4444; ZSRV;
13.1.1.8 ELT
emergency locator transmitter (ICAO)
Derived from:

Status: Approved
Page 2 of 46
.13.1 - GENERAL
Reference:
13.1.1.9 ESL
Einsatzleiter (ACG, ZSRV)
see also: MRO
Derived from:
Source Paragraph:
Reference: ZSRV;
13.1.1.10 FIR
Derived from:
13.1.1.11 INCERFA
the code word used to designate an uncertainty phase (ICAO)
Derived from:
Reference:
13.1.1.12 MRO (ESL)

Manager of Rescue Operations, Einsatzleiter (ACG)
Derived from:
Source Paragraph:
Reference: ZSRV;
13.1.1.13 RCC
rescue coordination centre (ICAO)
Derived from:
13.1.1.14 RTF
radiotelephony; radiotelephone (ICAO)
Derived from:
Reference:
13.1.1.15 SAR
search and rescue (services) (ICAO)
Derived from:
Source Paragraph: S63 S66
Reference:
13.1.1.16 VOR
Derived from:

Status: Approved
Page 3 of 46
.13.1 - GENERAL
Reference:
13.1.1.17 VORTAC
VOR-TACAN, Combined VOR and TACAN (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
13.1.2 Definitions
-
13.1.2
13.1.2.1 aircraft accident; accident (ACCID)
An occurrence associated with the operation of an aircraft which takes place between the time
any person boards the aircraft with the intention of flight until such time as all such persons
have disembarked, in which:
a) a person is fatally or seriously injured as a result of:
w being in the aircraft, or
w direct contact with any part of the aircraft including parts which have become
detached from the aircraft, or
w direct exposure to jet blast,
except when the injuries are from natural causes, self-inflicted or inflicted by other
persons, or when the injuries are to stowaways hiding outside the areas normally available
to the passengers and crew; or
b) the aircraft sustains damage or structural failure which:
w adversely affects the structural strength, performance or flight characteristics
of the aircraft, and
w would normally require major repair or replacement of the affected component,
except for engine failure or damage, when the damage is limited to the engine,
its cowlings or accessories; or for damage limited to propellers, wing tips,
antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft
skin; or
c) the aircraft is missing or is completely inaccessible.
Note 1.- For statistical uniformity only, an injury resulting in death within thirty days of the date
of the accident is classified by ICAO as a fatal injury.
Note 2.- An aircraft is considered to be missing when the official search has been terminated
and the wreckage has not been located.
(Definition Source: ICAO)
Derived from:
Reference: ICAO Annex 13 Amendment 10 (2001); ICAO Annex 11 Amendment 40 (2001);
13.1.2.2 Acts of unlawful interference

(Definition for guidance purposes, Source: ICAO)
Acts of unlawful interference are acts such as to jeopardize the safety of civil aviation and air
transport, i.e.
w unlawful seizure of aircraft in flight,
w unlawful seizure of aircraft on the ground,
w hostage-taking on board aircraft or on aerodromes,
w forcible intrusion on board an aircraft, at an airport or on the premises of an
aeronautical facility,
w introduction on board an aircraft or at an airport of a wepon or hazardous device or
material intended for criminal purposes,
w communication of false information such as to jeopardize the safety of an aircraft in
flight or on the ground, of passengers, crew, ground personnel or the general public,
at an airport or on the premises of a civil aviation facility.

Status: Approved
Page 4 of 46
.13.1 - GENERAL
Derived from:
Reference:

Derived from:

LVR)
Derived from:
Source Paragraph:
13.1.2.5 aerodrome reference point

The designated geographical location of an aerodrome (ICAO).
Derived from:
Reference: ICAO Annex 4; ICAO Annex 14 Volume 1;
13.1.2.6 aerodrome rescue area

An area of defined dimensions located around an aerodrome within which search and rescue
services are provided by the aerodrome's operator during the aerodrome's operational hours.
Note.- The extension of each aerodrome rescue area is prescribed by the authority responsible
for the aerodrome's operational permission and must not exceed 8 km around the aerodrome's
reference point.
Derived from:
Source Paragraph:
Reference: ZSRV § 8 Abs. 2;

Derived from:

tower (ICAO).
Derived from:

Status: Approved
Page 5 of 46
.13.1 - GENERAL
13.1.2.9 air-filed flight plan; flight plan filed in the air (AFIL)
A flight plan provided to an air traffic services unit by an aircraft during its flight (ICAO).
Derived from:
13.1.2.10 air-ground communication

Two-way communication between aircraft and stations or locations on the surface of the earth
(ICAO).
Derived from:
Reference: ICAO Annex 10 Volume 2; ICAO Annex 11; ICAO DOC 4444;
13.1.2.11 ALERFA
The code word used to designate an alert phase (ICAO).
See also "alert phase".
Derived from:
13.1.2.12 alert phase

A situation wherein apprehension exists as to the safety of an aircraft and its occupants (ICAO).
(Code word: ALERFA)
Derived from:

Derived from:
13.1.2.14 ambulance flights

Flights for the transportation of already medically treated, seriously ill or injured persons or of
emergency patients from one hospital to another, as well as flights in direct connection to such
flights. (ZSRV)
Derived from:
Reference:

Derived from:
Reference:

Status: Approved
Page 6 of 46
.13.1 - GENERAL
Derived from:
13.1.2.17 DETRESFA
The code word used to designate a distress phase (ICAO).
See also "distress phase".
Derived from:
13.1.2.18 distress phase

A situation wherein there is a reasonable certainty that an aircraft and its occupants are
threatened by grave and imminent danger or require immediate assistance (ICAO).
(Code word: DETRESFA)
Derived from:
13.1.2.19 emergencies
Occurrences, during which an aircraft is missing, has had an accident or has come in another
way into distress. (ZSRV)
Derived from:
Reference:
13.1.2.20 emergency locator transmitter (ELT)

A generic term describing equipment which broadcast distinctive signals on designated
frequencies and, depending on application, may be automatically activated by impact or be
manually activated (ICAO).
Derived from:
13.1.2.21 emergency phase

A generic term meaning, as the case may be, uncertainty phase, alert phase or distress
phase (ICAO).
Derived from:

Derived from:

Status: Approved
Page 7 of 46
.13.1 - GENERAL
Derived from:

Derived from:

Derived from:

Derived from:

Derived from:
6/III;
13.1.2.28 INCERFA
The code word used to designate an uncertainty phase. (ICAO)
Derived from:
Reference: ICAO Annex 11; ICAO Doc 4444; ZSRV § 16;
13.1.2.29 incident
An occurrence, other than an accident, associated with the operation of an aircraft which affects
or could affect the safety of operation (ICAO).
Note.- The types of incidents which are of main interest to the International Civil Aviation
Organization for accident prevention studies are listed in the ICAO Accident/Incident Reporting
Manual (Doc 9156).
Derived from:

Status: Approved
Page 8 of 46
.13.1 - GENERAL
13.1.2.30 major occurrences

A generic term used for the description of safety related occurrences for which specified
regulations and reporting procedures are prescribed (ACG).
Derived from:
Source Paragraph:
Reference:
13.1.2.31 manager (of) rescue operations

The person(s) in charge of search and rescue within the aerodrome rescue area of a civil
aerodrome (ACG).
Derived from:
Source Paragraph:
Reference: ZSRV § 2 1);
13.1.2.32 minimum fuel

The term used to describe a situation in which an aircraft's fuel supply has reached a state
where little or no delay can be accepted (ICAO).
Note.- This is not an emergency situation but merely indicates that an emergency situation is
possible, should any undue delay occur.
Derived from:
13.1.2.33 minor occurrences

A generic term used for the description of safety related occurrences for which specified
regulations and reporting procedures are prescribed (ACG).
Derived from:
Source Paragraph:
Reference:
13.1.2.34 occurrences
Accidents, serious incidents and incidents as well as other defects or malfunctioning of an
aircraft, its equipment and any element of the Air Navigation System which is used or intended
to be used for the purpose or in connection with the operation of an aircraft or with the provision
of an air traffic management service or navigational aid to an aircraft (EUROCONTROL).
Source: Eurocontrol SRC DOC 4
Derived from:
Source Paragraph:
Reference:
13.1.2.35 rescue coordination centre (RCC)

A unit responsible for promoting efficient organization of search and rescue services and for
coordinating the conduct of search and rescue operations within a search and rescue region
(ICAO).
Derived from:
13.1.2.36 rescue flights

Flights with the purpose of rescuing persons from imminent danger for their lives or their health,
in particular

Status: Approved
Page 9 of 46
.13.1 - GENERAL
a) to salvage or support persons after an accident or in life-threatening situations, or

b) to transport emergency patients that have not yet been medically treated in a hospital, or
c) to bring up rescue- and salvaging personnel, or
d) to transport medicine, in particular stored blood units, organs for transplantations or medical
devices, if another way of transport is not possible or could only be realized with a medically
not justifyable delay or would be insufficient. (ZSRV)
Derived from:
Reference:
13.1.2.37 search and rescue services (SAR)

Any permanent civil establishement of equipment and personnel maintained for the purposes
of providing search and rescue services (ICAO).
Derived from:
Reference:
13.1.2.38 serious incident

An incident involving circumstances indicating that an accident nearly occurred (ICAO).
Note 1.- The difference between an accident and a serious incident lies only in the result.
Derived from:
13.1.2.39 uncertainty phase (INCERFA)

A situation wherein uncertainty exists as to the safety of an aircraft and its occupants. (ICAO)
Derived from:
Reference: ICAO Annex 11; ICAO Doc 4444; ZSRV § 16;

-
13.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
Derived from:

Status: Approved
Page 10 of 46
.13.1 - GENERAL
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
l Zivilflugplatz-Verordnung (ZFV)
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
13.1.4 References
-
13.1.4
Derived from:
Source Paragraph:
Reference:
l Aeronautical Information Circular - Radio Communication Procedures for the Aeronautical

Mobile Service
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 6 to the Convention on International Civil Aviation - Operation of Aircraft

Derived from:
Source Paragraph:
Reference:

Telecommunications
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 12 to the Convention on International Civil Aviation - Search and Rescue
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 11 of 46
.13.1 - GENERAL
l Zivilflugplatz-Betriebsordnung (ZFBO)
Derived from:
Source Paragraph:
Reference:
l Zivilluftfahrzeug- und Luftfahrtgerät-Verordnung (ZLLV)

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 12 of 46
-
13.2
13.2.1 Application
-
13.2.1
Derived from:
Reference:
a) for all aircraft provided with air traffic control service;

Derived from:
Reference:
b) in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to
the air traffic services.
Derived from:
Reference:
13.2.2 Scope
-
13.2.2
13.2.2.1 Alerting service is that part of the air traffic services, provided by air traffic services units to
notify appropriate organizations of aircraft in need of search and rescue, and assist such
organizations as required.
Derived from:
Source Paragraph:
Reference: ICAO DOC 9713, A493; LFG § 120; LVR § 2 Z.13; LVR § 74; LVR § 67; LVR § 67a; ZSRV § 2 Z.8; ZSRV § 14;
13.2.2.2 It should be clearly understood that the provision of alerting service is not an isolated function
but is rather incorporated in the provision of flight information and/or ATC service.
Derived from:
Source Paragraph:
-
13.2.3
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:

Status: Approved
Page 13 of 46
Source Paragraph:
Derived from:
Source Paragraph:
Derived from:
Source Paragraph:
13.2.3.3 When alerting service is required in respect of a flight operated through more than one FIR or
control area, and when the position of the aircraft is in doubt, responsibility for coordinating
such service shall rest with the ATS unit of the FIR or control area:
Derived from:
Reference:
a) within which the aircraft was flying at the time of last air-ground radio contact;
Derived from:
Reference:
b) that the aircraft was about to enter when last air-ground contact was established at or
close to the boundary of two FIRs or control areas;
Derived from:
Reference:
c) within which the aircraft's intermediate stop or final destination point is located:
Derived from:
Reference:
1) if the aircraft was not equipped with suitable two-way radiocommunication

equipment; or
Derived from:
Source Paragraph: 9.2.2.2 3) a)
Reference:
2) was not under obligation to transmit position reports.

Derived from:
Source Paragraph: 9.2.2.2 3) b)
Reference:

Status: Approved
Page 14 of 46
13.2.3.4 The unit responsible for alerting service shall:

Derived from:
Reference:
a) notify units providing alerting service in other affected FIRs or control areas of the
emergency phase or phases, in addition to notifying the rescue coordination centre
associated with it;
Derived from:
Source Paragraph: 9.2.2.3 erste Marke
Reference:
b) request those units to assist in the search for any useful information pertaining to the
aircraft presumed to be in an emergency, by all appropriate means;
Derived from:
Source Paragraph: 9.2.2.3 zweite Marke
Reference:
c) collect the information gathered during each phase of the emergency and, after verifying
it as necessary, transmit it to the rescue coordination centre;
Derived from:
Source Paragraph: 9.2.2.3 dritte Marke
Reference:
d) announce the termination of the state of emergency as circumstances dictate.

Derived from:
Source Paragraph: 9.2.2.3 vierte Marke
Reference:
13.2.3.5 ATS units shall be in possession of a copy of the rescue coordination centre's reporting and
alerting scheme to allow proper action in case SAR becomes necessary.
Derived from:
Source Paragraph:
13.2.3.6 Aerodrome control towers shall be in possession of a copy of the relevant search and rescue
plans valid for the aerodrome they are located at, including a matching map of the respective
aerodrome’s rescue area. This map shall show a grid to easily identify locations by reference
to the relevant grid square.
Derived from:
Source Paragraph:
13.2.4 Emergency Determination

-
13.2.4
13.2.4.1 The various circumstances surrounding each emergency situation preclude the establishment
of exact detailed procedures to be followed. The procedures outlined herein are intended as a
general guide to air traffic services personnel. Air traffic control units shall maintain full and
complete coordination, and personnel shall use their best judgement in handling emergency
situations.

Status: Approved
Page 15 of 46
Derived from:
Reference: FAA Order 7110.10P Flight Services, 5-1-1;
13.2.4.2 When it is believed that an emergency exists or is imminent, a course of action which appears
to be most appropriate under the circumstances, and which most nearly conforms to the
instructions in this manual shall be selected and pursued.
Derived from:
Source Paragraph:
13.2.4.3 Whenever doubt exists that a situation constitutes an emergency or potential emergency, it
shall be handled as though it were an emergency.
Derived from:
Source Paragraph:
13.2.4.4 As a rule an aircraft shall be considered to be in a state of emergency if it is missing, had an

accident or is otherwise in distress.
Derived from:
Source Paragraph:
13.2.4.5 An aircraft emergency shall be considered to exist especially when

Derived from:
Source Paragraph:
a) an emergency is declared by any of the following:

Derived from:
Source Paragraph:
1) the pilot,
Derived from:
Source Paragraph:
2) ATM personnel,
Derived from:
Source Paragraph:
3) officials responsible for the operation of the aircraft.

Derived from:
Source Paragraph:
b) reports indicate that the aircraft's operating efficiency is so impaired that a forced landing
may be/is necessary

Status: Approved
Page 16 of 46
Derived from:
Source Paragraph:
c) reports indicate the crew has abandoned the aircraft or is about to do so

Derived from:
Source Paragraph:
d) intercept or escort services are requested

Derived from:
Source Paragraph:
e) the need for ground rescue appears likely

Derived from:
Source Paragraph:
f) an emergency location transmitter (ELT) signal is heard or reported

Derived from:
Source Paragraph:
13.2.5 Aerodrome Control Towers

-
13.2.5
13.2.5.1 Aerodrome control towers are responsible for alerting the rescue and fire fighting services
whenever:
Derived from:
Reference:
a) an aircraft accident has occurred on or in the vicinity of the aerodrome; or,

Derived from:
Reference:
b) information is received that the safety of an aircraft which is or will come under the
jurisdiction of the aerodrome control tower may have or has been impaired; or
Derived from:
Reference:
c) requested by the flight crew; or

Derived from:
Source Paragraph: 7.1.2.1.c
Reference:
d) when otherwise deemed necessary or desirable.

Derived from:
Source Paragraph: 7.1.2.1.d

Status: Approved
Page 17 of 46
Reference:
13.2.5.2 Procedures concerning the alerting of the rescue and fire fighting services shall be contained
in local instructions. Such instructions shall specify the type of information to be provided to the
rescue and fire fighting services, including type of aircraft and type of emergency and, when
available, number of persons on board, and any dangerous goods carried on the aircraft.
Derived from:
Reference:
13.2.5.3 Aircraft which fail to report after having been transferred to an aerodrome control tower, or,
having once reported, cease radio contact and in either case fail to land five minutes after the
expected landing time, shall be reported to the approach control unit, ACC or flight information
centre, or to the rescue coordination centre or rescue sub-centre, in accordance with local
instructions.
Derived from:
Reference:
13.2.5.4 For aircraft filing in their flight plan an aerodrome of destination where no air traffic services
unit or air traffic services reporting office is located the responsibility to provide alerting services
in regard to the aircraft's estimated time of arrival (i.e. check whether the aircraft is overdue)
shall rest with an assigned aerodrome control tower.
Derived from:
Source Paragraph:
Reference: DN ATMM 19/04 (Auszug aus COM Dienstanweisung & Mail FU -> OP, ENRO, TERM);
13.2.5.5 The provisions of 13.2.5.4 do not apply to flights the pilot of which has indicated in his flightplan
that no arrival message will be sent and that he renounces the triggering of alerting services
in case the aircraft is overdue.
Derived from:
Source Paragraph:
Note(1): Overdue in this context refers to the estimated time of arrival only and not to such
cases where the aircraft may be missing for other reasons.
Derived from:
Source Paragraph:
13.2.5.6 The aerodrome control tower at Graz aerodrome shall be responsible for the provision of
services as stated in 13.2.5.4 when one of the following aerodromes is affected:
Derived from:
Source Paragraph:
l (LOGA) Bad Radkersburg KH

heliport only
Derived from:
Source Paragraph:
Reference: DN ATMM AR 010b V1 0035/05;

Status: Approved
Page 18 of 46
l (LOGC) Niederöblarn
heliport only
Derived from:
Source Paragraph:
l (LOGF) Fürstenfeld
Derived from:
Source Paragraph:
l (LOGG) Punitz/Güssing
Derived from:
Source Paragraph:
l (LOGH) Graz LKH

heliport only
Derived from:
Source Paragraph:
l (LOGI) Trieben
Derived from:
Source Paragraph:
l (LOGJ) Judenburg LKH

heliport only
Derived from:
Source Paragraph:
l (LOGK) Kapfenberg
Derived from:
Source Paragraph:
l (LOGL) Lanzen-Turnau
Derived from:
Source Paragraph:
l (LOGM) Mariazell
Derived from:
Source Paragraph:
l (LOGO) Niederöblarn
Derived from:

Status: Approved
Page 19 of 46
Source Paragraph:
l (LOGP) Pinkafeld
Derived from:
Source Paragraph:
l (LOGR) Oberwart Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOGT) Leoben/Timmersdorf
Derived from:
Source Paragraph:
l (----) Graz Unfallkrankenhaus

heliport only
for emergency landings only
for ACG internal purposes "LOGU" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOGW) Weiz/Unterfladnitz
Derived from:
Source Paragraph:
l (LOWG) Graz
Derived from:
Source Paragraph:
13.2.5.7 The aerodrome control tower at Innsbruck aerodrome shall be responsible for the provision of
Derived from:
Source Paragraph:
l (LOIA) Kitzbühel Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOIB) Kitzbühel-Hörlahof
heliport only
Derived from:

Status: Approved
Page 20 of 46
Source Paragraph:
l (LOIC) St. Anton am Arlberg Fa. Wucher

heliport only
Derived from:
Source Paragraph:
l (LOID) Kufstein Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOIE) Reutte BKH

heliport only
Derived from:
Source Paragraph:
l (LOIG) Ludesch Fa. Wucher

heliport only
Derived from:
Source Paragraph:
l (LOIH) Hohenems/Dornbirn
Derived from:
Source Paragraph:
l (LOII) Hall/Tirol Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOIJ) St. Johann/Tirol

Derived from:
Source Paragraph:
l (LOIK) Kufstein-Langkampfen
Derived from:
Source Paragraph:
l (LOIL) Zams/Landegg
heliport only
Derived from:
Source Paragraph:

Status: Approved
Page 21 of 46
l (LOIM) Langkampfen-Au Fa. Schider

heliport only
Derived from:
Source Paragraph:
l (LOIN) Telfs Feuerwehrschule

heliport only
Derived from:
Source Paragraph:
l (LOIO) Sölden ÖAMTC

heliport only
Derived from:
Source Paragraph:
l (LOIP) Ischgl/Idalpe
heliport only
Derived from:
Source Paragraph:
l (LOIQ) Feldkirch Rüscher

heliport only
Derived from:
Source Paragraph:
l (LOIR) Reutte/Höfen
Derived from:
Source Paragraph:
l (LOIS) Wattens-Swarovski
heliport only
Derived from:
Source Paragraph:
l (LOIT) St. Johann/Tirol Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOIU) UNI-Klinik Innsbruck

heliport only
Derived from:

Status: Approved
Page 22 of 46
Source Paragraph:
l (LOIV) Zams/St. Vinzenz Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOIW) Waidring Helikoptertransporte

heliport only
Derived from:
Source Paragraph:
l (LOIX) Bregenz LKH

heliport only
Derived from:
Source Paragraph:
l (LOIY) Schruns "Sanatorium Dr. Schenk"

heliport only
Derived from:
Source Paragraph:
l (LOIZ) Schwaz UKH

heliport only
Derived from:
Source Paragraph:
l (LOJK) Kaltenbach
heliport only
Derived from:
Source Paragraph:
l (LOJM) Mayrhofen Sanitätssprengel

heliport only
Derived from:
Source Paragraph:
l (LOJO) Innsbruck ÖAMTC

heliport only
Derived from:
Source Paragraph:
l (LOJP) Karres/Tirol
heliport only

Status: Approved
Page 23 of 46
Derived from:
Source Paragraph:
l (LOJT) "HAT" Tux Madseit-Au

heliport only
Derived from:
Source Paragraph:
l (LOJZ) Zugspitze-Arena Innsbruck

Derived from:
Source Paragraph:
l (LOWI) Innsbruck
Derived from:
Source Paragraph:
13.2.5.8 The aerodrome control tower at Klagenfurt aerodrome shall be responsible for the provision of
Derived from:
Source Paragraph:
l (LOKA) Klagenfurt LKH

heliport only
Derived from:
Source Paragraph:
l (LOKB) Bad Kleinkirchheim

heliport only
Derived from:
Source Paragraph:
l (LOKC) Ferlach Glock

heliport only
Derived from:
Source Paragraph:
l (LOKD) Villach-Föderlach
heliport only
Derived from:
Source Paragraph:
l (LOKE) Hermagor Krankenhaus

heliport only

Status: Approved
Page 24 of 46
Derived from:
Source Paragraph:
l (LOKF) Feldkirchen/Ossiachersee
Derived from:
Source Paragraph:
l (LOKG) Ferlach/Glainach
Derived from:
Source Paragraph:
l (LOKH) Friesach/Hirt
Derived from:
Source Paragraph:
l (LOKI) Wietersdorf
heliport only
Derived from:
Source Paragraph:
l (LOKJ) Lienz BKH

heliport only
Derived from:
Source Paragraph:
l (LOKK) Hallegg Klagenfurt Schloß

heliport only
Derived from:
Source Paragraph:
l (LOKL) Lienz-Nikolsdorf
Derived from:
Source Paragraph:
l (LOKM) Mayerhofen bei Friesach

Derived from:
Source Paragraph:
l (LOKN) Nötsch im Gailtal

Derived from:
Source Paragraph:

Status: Approved
Page 25 of 46
l (LOKO) Goldeck Talstation

heliport only
Derived from:
Source Paragraph:
l (LOKP) Friesach D-Ordensspital

heliport only
Derived from:
Source Paragraph:
l (LOKQ) Nikolsdorf
heliport only
Derived from:
Source Paragraph:
l (LOKR) St. Donat-Mairist

Derived from:
Source Paragraph:
l (LOKS) St. Andrä im Lavanttal

heliport only
Derived from:
Source Paragraph:
l (LOKT) Villach LKH

heliport only
Derived from:
Source Paragraph:
l (----) Klagenfurt Unfallkrankenhaus

heliport only
for ACG internal purposes "LOKU" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOKV) Völkermarkt Febau

heliport only
Derived from:
Source Paragraph:
l (LOKW) Wolfsberg
Derived from:

Status: Approved
Page 26 of 46
Source Paragraph:
l (LOKX) Feldkirchen/Waiern Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOKY) Klagenfurt Bundespolizeidirektion

heliport only
Derived from:
Source Paragraph:
l (LOKZ) Zwatzhof
heliport only
Derived from:
Source Paragraph:
l (LOMK) Wietersdorf Klein St. Paul

Derived from:
Source Paragraph:
l (LOMP) Patergassen, Wiedweg

heliport only
Derived from:
Source Paragraph:
l (LOMW) Wolfsberg LKH

heliport only
Derived from:
Source Paragraph:
l (LOWK) Klagenfurt
Derived from:
Source Paragraph:
13.2.5.9 The aerodrome control tower at Linz aerodrome shall be responsible for the provision of
Derived from:
Source Paragraph:
l (----) AKH Linz

heliport only
for ACG internal purposes "LOLA" is used instead of an ICAO location indicator

Status: Approved
Page 27 of 46
Derived from:
Source Paragraph:
l (----) Linz UKH

heliport only
for ACG internal purposes "LOLB" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOLC) Scharnstein
Derived from:
Source Paragraph:
l (LOLD) Suben ÖAMTC

Derived from:
Source Paragraph:
l (LOLE) Eferding
Derived from:
Source Paragraph:
l (LOLF) Freistadt
Derived from:
Source Paragraph:
l (LOLG) St. Georgen am Ybbsfeld

Derived from:
Source Paragraph:
l (LOLH) Hofkirchen
Derived from:
Source Paragraph:
l (----) Wagner-Jauregg Krankenhaus

heliport only
for ACG internal purposes "LOLJ" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOLK) Ried-Kirchheim

Status: Approved
Page 28 of 46
Derived from:
Source Paragraph:
l (LOLM) Micheldorf
Derived from:
Source Paragraph:
l (LOLO) Linz-Ost
Derived from:
Source Paragraph:
l (----) Linz Polizei

heliport only
for ACG internal purposes "LOLP" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOLS) Schärding/Suben
Derived from:
Source Paragraph:
l (LOLT) Seitenstetten
Derived from:
Source Paragraph:
l (LOLU) Gmunden-Laakirchen
Derived from:
Source Paragraph:
l (LOLW) Wels
Derived from:
Source Paragraph:
l (----) Wels Krankenhaus

heliport only
for ACG internal purposes "LOLX" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOWL) Linz
Derived from:

Status: Approved
Page 29 of 46
Source Paragraph:
13.2.5.10 The aerodrome control tower at Salzburg aerodrome shall be responsible for the provision of
Derived from:
Source Paragraph:
l (----) Anthering
heliport only
for ACG internal purposes "LOSA" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOSJ) St. Johann/Pongau

heliport only
Derived from:
Source Paragraph:
l (LOSL) Salzburg LKH

heliport only
Derived from:
Source Paragraph:
l (LOSM) Mauterndorf
Derived from:
Source Paragraph:
l (----) Salzburg Neurochirurgie

heliport only
for ACG internal purposes "LOSN" is used instead of an ICAO location indicator
Derived from:
Source Paragraph:
l (LOSS) Schwarzach Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (----) Salzburg UKH

heliport only
for ACG internal purposes "LOSU" is used instead of an ICAO location indicator
Derived from:

Status: Approved
Page 30 of 46
Source Paragraph:
l (LOWS) Salzburg
Derived from:
Source Paragraph:
l (LOWZ) Zell am See

Derived from:
Source Paragraph:
13.2.5.11 The aerodrome control tower at Wien-Schwechat aerodrome shall be responsible for the
provision of services as stated in 13.2.5.4 when one of the following aerodromes is affected:
Derived from:
Source Paragraph:
l (LOAA) Ottenschlag
Derived from:
Source Paragraph:
l (LOAB) Dobersberg
Derived from:
Source Paragraph:
l (LOAC) Kittsee LKH

heliport only
Derived from:
Source Paragraph:
l (LOAD) Völtendorf
Derived from:
Source Paragraph:
l (LOAE) Eisenstadt LKH

heliport only
Derived from:
Source Paragraph:
l (LOAF) Baden
heliport only
Derived from:
Source Paragraph:

Status: Approved
Page 31 of 46
l (LOAG) Krems-Langenlois
Derived from:
Source Paragraph:
l (LOAH) Horn Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOAJ) Aspern
heliport only
Derived from:
Source Paragraph:
l (LOAK) Krems Krankenhaus

heliport only
Derived from:
Source Paragraph:
l (LOAL) Pöchlarn
heliport only
Derived from:
Source Paragraph:
l (LOAM) Wien/Meidling
heliport only
Derived from:
Source Paragraph:
l (LOAN) Wiener Neustadt Ost

Derived from:
Source Paragraph:
l (LOAO) Oberpullendorf LKH

heliport only
Derived from:
Source Paragraph:
l (LOAQ) Amstetten Krankenhaus

heliport only
Derived from:
Source Paragraph:

Status: Approved
Page 32 of 46
l (LOAS) Spitzerberg
Derived from:
Source Paragraph:
l (LOAR) Altlichtenwörth
Derived from:
Source Paragraph:
l (LOAU) Stockerau
Derived from:
Source Paragraph:
l (LOAV) Vöslau
Derived from:
Source Paragraph:
l (LOAW) Wiener Neustadt ÖAMTC

heliport only
Derived from:
Source Paragraph:
l (LOAX) St. Pölten KH

heliport only
Derived from:
Source Paragraph:
l (LOAY) Kilb
heliport only
Derived from:
Source Paragraph:
l (LOAZ) Zwettl KH
heliport only
Derived from:
Source Paragraph:
l (LObm) Mistelbach KH
heliport only
Derived from:
Source Paragraph:
l (LOWW) Wien

Status: Approved
Page 33 of 46
Derived from:
Source Paragraph:
13.2.5.12 If there is any doubt whether the pilot of an aircraft intends to deliver an arrival message,
especially in cases where air filed flight plans are delivered/accepted, the phrase "will you send
an arrival message" or "confirm you will send an arrival message" shall be used by ATS units
to avoid misunderstandings and to ensure proper provision of ALRS and SAR.
Derived from:
Source Paragraph:
Reference: LVR § 35, Abs. 5; AIC RTF;
13.2.5.13 The provisions of 13.2.5.4 do not apply to flights the pilot of which has closed his flightplan by
transmitting a message corresponding to an arrival message via RTF short before landing.
Such message is only allowed if:
Derived from:
Source Paragraph:
a) no air traffic services reporting office is located at the aerodrome of destination; and
Derived from:
Source Paragraph:
b) adequate means of communication (e.g. FAX-machine or telephone) are not available at

the aerodrome of destination.
Derived from:
Source Paragraph:
13.2.5.14 Since the existence of a proper functioning telephone is mandatory on all aerodromes this
regulation is not meant for flights bound for an aerodrome as defined in LFG § 58 (i.e. only
designated aerodromes excluding other sites, outside of designated aerodromes, which may
be used for departure or landing of aircraft) and a radio message should not be accepted as a
substitute for an arrival message in such cases. However, if such message is accepted by an
air traffic services unit it shall be forwarded to that aerodrome control tower responsible for the
provision of alerting service in accordance with 13.2.5.4 . Local instructions and/or letters of
agreement shall specify whether such messages shall be forwarded either directly or via
another ATS unit serving as a relay station (e.g. the flight information centre, or an air traffic
services reporting office).
Derived from:
Source Paragraph:
13.2.5.15 Except as provided in 13.2.5.5 and 13.2.5.13 the delivery of an arrival message is mandatory
and a substitution of any kind shall not be accepted by ATS units.
Derived from:
Source Paragraph:

Status: Approved
Page 34 of 46
13.2.6 Aerodrome Rescue Area
-
13.2.6
13.2.6.1 For every civil aerodrome an aerodrome rescue area is defined within which the manager
rescue operations is in charge of the search and rescue services; aerodrome rescue areas
extend to a maximum of 8 km around the respective aerodrome’s reference point.
Derived from:
Source Paragraph:
if
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
13.2.6.3 Local instructions and/or letters of agreement shall specify whether such notification shall be
done either directly or via another ATS unit serving as a relay station (e.g. the flight information
centre, or an air traffic services reporting office).
Derived from:
Source Paragraph:
13.2.6.4 Aerodrome control towers shall be in possession of a copy of the relevant search and rescue
plans valid for the aerodrome they are located at, including a matching map of the respective
aerodrome’s rescue area. This map shall show a grid to easily identify locations by reference
to the relevant grid square.
Derived from:
Source Paragraph:
13.2.7 Plotting of Aircraft

-
13.2.7
13.2.7.1 Information on the actual progress of flights, including those of heavy or medium unmanned
free balloons, not under air traffic control service, shall be recorded by the air traffic services
unit serving the FIR within which the aircraft is flying in such a manner that it is available for
reference and in case it is requested for search and rescue action.
Derived from:
Source Paragraph: 9.1.1 und 9.1.1 a)

Status: Approved
Page 35 of 46
Reference:
13.2.7.2 When a state of emergency is considered to exist, the flight of the aircraft involved shall be
plotted on a chart in order to determine the probable future position of the aircraft and its
maximum range of action from its last known position. The flights of other aircraft known to be
operating in the vicinity of the aircraft involved shall also be plotted in order to determine their
probable future positions and maximum endurance.
Derived from:
Reference:
13.2.8 Emergency Location Transmitter (ELT)

-
13.2.8
13.2.8.1 When an ELT signal is received or reported ATS units shall:
Derived from:
Source Paragraph:
Reference: FAA Order 7110.10P, 5-2-8; ZSRV § 17 Abs. 3; DN ATMM 18/04, Intern OP vom 12.2.2004;
a) if the ELT signal report was received from an airborne aircraft, attempt to obtain the
following information:
Derived from:
Source Paragraph:
1) the aircraft altitude

Derived from:
Source Paragraph:
2) where and when the signal was first received

Derived from:
Source Paragraph:
3) where and when maximum signal was received

Derived from:
Source Paragraph:
4) where and when signal faded or was lost

Derived from:
Source Paragraph:
and shall solicit the assistance of other aircraft known to be operating in the signal area
for the same information and relay all information obtained to the RCC.
Derived from:
Source Paragraph:
b) notify the rescue coordination center (RCC)


Status: Approved
Page 36 of 46
Derived from:
Source Paragraph:
c) attempt to obtain fixes or bearings on the signal and forward any information obtained to
the RCC
Derived from:
Source Paragraph:
Note(2): Fix information, in relation to a VOR or a VORTAC (radial distance), facilitates

accurate ELT plotting by RCC and should be provided when possible.
Derived from:
Source Paragraph:
13.2.8.2 In addition to the above, when the ELT signal strength indicates the transmitter may be on an
aerodrome or in the vicinity of an aerodrome, ATS units shall notify the manager rescue
operations of that aerodrome and ask for his action.
Derived from:
Source Paragraph:
13.2.8.3 Air traffic personnel shall not leave their required duty stations to locate an ELT signal source.
Derived from:
Source Paragraph:
13.2.8.4 ATS units shall notify the RCC if the signal source is located and whether the aircraft is in
distress, plus any action taken or proposed for silencing the transmitter.
Derived from:
Source Paragraph:
13.2.8.5 ATS units shall notify the RCC if the signal terminates prior to location of the source.
Derived from:
Source Paragraph:
13.2.8.6 Operational ground testing of ELT has been authorized during the first 5 minutes of each hour.
To avoid confusing the tests with an actual alarm, the testing is restricted to no more than three
audio sweeps. Nevertheless RCC shall be informed about received or reported ELT signals
even within this period of time. Operational ground tests at other times are subject to prior
coordination with an ATS unit; in such case the respective ATS unit shall inform RCC
accordingly.
Derived from:
Source Paragraph:

Status: Approved
Page 37 of 46
13.2.8.7 At ATS units an ELT signal may normally be received on frequency 121,50 MHz. Further
technical information on emergeny location transmitters may be obtained from ICAO Annex 6
and ICAO Annex 10. Commitments for the carriage of an ELT are prescribed in LVR § 6a.
Derived from:
Source Paragraph:
Reference: FAA Order 7110.10P, 5-2-8; ZSRV § 17 Abs. 3; DN ATMM 18/04, Intern OP vom 12.2.2004; LVR § 6a;
13.2.9 Distress Signals

-
13.2.9
13.2.9.1 The following signals, used either together or separately, mean that grave and imminent danger
threatens, and immediate assistance is requested:
Derived from:
Source Paragraph: Appendix 1, 1.1
Reference: LVR Anhang A, A. I;
a) a signal made by radiotelegraphy or by any other signalling method consisting of the group
SOS (. . . - - - . . . in the Morse Code);
Derived from:
Source Paragraph: Appendix 1, 1.1 a)
Reference: LVR Anhang A, A. I a);
b) a radiotelephony distress signal consisting of the spoken word MAYDAY;

Derived from:
Source Paragraph: Appendix 1, 1.1 b)
Reference: LVR Anhang A, A. I b);
c) a distress message sent via data link which transmits the intent of the word MAYDAY;
Derived from:
Source Paragraph: Appendix 1, 1.1 c)
Reference: LVR Anhang A, A. I;
d) a series of red pyrotechnics, fired one at a time at short intervals;

Derived from:
Source Paragraph: Appendix 1, 1.1 d)
Reference: LVR Anhang A, A. I c);
e) a parachute flare showing a red light.

Derived from:
Source Paragraph: Appendix 1, 1.1 e)
Reference: LVR Anhang A, A. I d);
13.2.10 Urgency Signals

-
13.2.10
13.2.10.1 The following signals, used either together or separately, mean that an aircraft wishes to give
notice of difficulties which compel it to land without requiring immediate assistance:
Derived from:
Source Paragraph: Appendix 1, 1.2.1
Reference: LVR Anhang A, A. II 1);
a) the repeated switching on and off of the landing lights; or

Status: Approved
Page 38 of 46
Derived from:
Source Paragraph: Appendix 1, 1.2.1 a)
Reference: LVR Anhang A, A. II 1) a);
b) the repeated switching on and off of the navigation lights in such manner as to be distinct
from anti-collision lights.
Derived from:
Source Paragraph: Appendix 1, 1.2.1 b)
Reference: LVR Anhang A, A. II 1) b);
13.2.10.2 The following signals, used either together or separately, mean that an aircraft has a very urgent
message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person
on board or within sight:
Derived from:
Source Paragraph: Appendix 1, 1.2.2
a) a signal made by radiotelegraphy or by any other signalling method consisting of the group
XXX (-..- -..- -..- in the Morse Code);
Derived from:
Source Paragraph: Appendix 1, 1.2.2 a)
Reference: LVR Anhang A, A. II 2) a);
b) a radiotelephony urgency signal consisting of the spoken words PAN, PAN;

Derived from:
Source Paragraph: Appendix 1, 1.2.2 b)
Reference: LVR Anhang A, A. II 2) b);
c) an urgency message sent via data link which transmits the intent of the words PAN, PAN.
Derived from:
Source Paragraph: Appendix 1, 1.2.2 c)

Status: Approved
Page 39 of 46
.13.3 - ALERT PHASES
13.3 Alert Phases
-
13.3
13.3.1 Uncertainty Phase
-
13.3.1
13.3.1.1 Uncertainty phase means a situation wherein uncertainty exists as to the safety of an aircraft
and its occupants, especially if:
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 1; ICAO Annex 11, 5.2.1 a); ICAO Annex 11, Chapter 1. Definitions;
a) no information has been received about an aircraft within a period of thirty minutes after
the time a communication should have been received, or from the time an unsuccessful
attempt to reestablish communication with an aircraft was first made, or if
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 1 lit. a); ICAO Annex 11, 5.2.1 a) 1);
b) an aircraft fails to arrive within thirty minutes of the estimated time of arrival.
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 1 lit. b); ICAO Annex 11, 5.2.1 a) 2);
13.3.1.2 The code word INCERFA shall be used to designate an uncertainty phase except that during
communication with units other than ATM units the german expressions "Alarmstufe 1" or
"Ungewissheitsstufe" or such other term as prescribed in local instructions based on a letter of
agreement shall be used.
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 1; ICAO Annex 11, 5.2.2; ICAO Annex 11, Chapter 1. Definitions;
Note(3): The situations under 13.3.1.1 a) and b) are examples only; as a rule INCERFA
shall be declared whenever uncertainty exists as to the safety of an aircraft and
its occupants.
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 1; ICAO Annex 11, 5.2.2; ICAO Annex 11, Chapter 1. Definitions; ICAO Annex 11, 5.2.1 a);
13.3.2 Alert Phase

-
13.3.2
13.3.2.1 Alert phase means a situation wherein apprehension exists as to the safety of an aircraft and
its occupants especially if:
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 2; ICAO Annex 11, 5.2.1 b); ICAO Annex 11, Chapter 1. Definitions;
a) inquiries regarding an aircraft which is overdue in accordance with 13.3.1.1 have been
unsuccessful, or when
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs.2 lit.a); ICAO Annex 11, 5.2.1 b) 1);

Status: Approved
Page 40 of 46
b) an aircraft has been cleared to land and fails to land within five minutes of the estimated
time of landing and communication has not been re-established with the aircraft, or when
Derived from:
Reference: ZSRV § 16 Abs.2 lit. b);
c) information has been received which indicates that the operating efficiency of the aircraft
has been impaired, but not to the extent that a forced landing is likely.
Derived from:
Reference: ZSRV § 16 Abs.2 lit. c);
13.3.2.2 The code word ALERFA shall be used to designate an alert phase except that during
"Bereitschaftsstufe" or such other term as prescribed in local instructions based on a letter of
agreement shall be used.
Derived from:
Source Paragraph:
Note(4): The situations under 13.3.2.1 a) to c) are examples only; as a rule ALERFA shall
be declared whenever apprehension exists as to the safety of an aircraft and its
occupants.
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 2; ICAO Annex 11, 5.2.2; ICAO Annex 11, Chapter 1. Definitions; ICAO Annex 11, 5.2.1 b);
13.3.3 Distress Phase

-
13.3.3
13.3.3.1 Distress phase means a situation wherein there is reasonable certainty that an aircraft and its
occupants are threatened by grave and imminent danger and require immediate assistance
especially if:
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs.3; ICAO Annex 11, Chapter 1 Definitions; ICAO Annex 11, 5.2.1 c);
a) more widespread inquiries regarding an aircraft which is overdue in accordance

with 13.3.1.1 or 13.3.2.1 have been unsuccessful, or when
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs.3 lit. a); ICAO Annex 11, 5.2.1 c) 1);
b) the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft

to reach safety, or when
Derived from:
Source Paragraph: 5.2.1.c.2
Reference: ZSRV § 16 Abs.3 lit.b);
c) information is received which indicates that the operating efficiency of the aircraft has been
impaired to the extent that a forced landing is likely, or when

Status: Approved
Page 41 of 46
Derived from:
Reference: ZSRV § 16 Abs.3 lit.c);
d) information is received or it is reasonably certain that the aircraft is about to make or has
made a forced landing.
Derived from:
Reference: ZSRV § 16 Abs.3 lit.d);
13.3.3.2 The code word DETRESFA shall be used to designate a distress phase except that during
"Notstufe" or such other term as prescribed in local instructions based on a letter of agreement
shall be used.
Derived from:
Source Paragraph:
Note(5): The situations under 13.3.3.1 a) to d) are examples only; as a rule DETRESFA
shall be declared whenever there is reasonable certainty that an aircraft and its
occupants are threatened by grave and imminent danger and require immediate
assistance.
Derived from:
Source Paragraph:
Reference: ZSRV § 16 Abs. 3; ICAO Annex 11, 5.2.2; ICAO Annex 11, Chapter 1. Definitions; ICAO Annex 11, 5.2.1 c);

Status: Approved
Page 42 of 46
.13.4 - NOTIFICATIONS
13.4 Notifications
-
13.4
13.4.1 Alert Messages
-
13.4.1
13.4.1.1 ATS units shall notify appropriate organizations regarding aircraft in emergency conditions in
accordance with the prescribed alert phases ( 13.3 ).
Derived from:
Source Paragraph:
13.4.1.2 The notification shall contain such of the following information as is available in the order listed:
Derived from:
a) designation of the current alert phase, as appropriate to the phase of the emergency;
Derived from:
b) agency and person calling;

Derived from:
c) nature of the emergency;

Derived from:
d) significant information from the flight plan;

Derived from:
e) unit which made last contact, time and means used;

Derived from:
Source Paragraph: 5.2.2.e
f) last position report and how determined;

Derived from:
g) colour and distinctive marks of aircraft;

Derived from:
h) dangerous goods carried as cargo;

Status: Approved
Page 43 of 46
Derived from:
i) any action taken by reporting office; and

Derived from:
Source Paragraph: 5.2.2.i
j) other pertinent remarks.

Derived from:
Source Paragraph: 5.2.2.j
Reference:
Note(6): Significant information from the flight plan refers especially to the aircraft's type
and registration, persons on board and endurance.
Derived from:
Source Paragraph:
Reference: ZSRV § 15 Abs.4; ICAO Annex 11, 5.2.2;
13.4.1.3 Such part of the information specified, which is not available at the time notification is made to
a rescue coordination centre or manager rescue operations, should be sought by an air traffic
services unit prior to the declaration of a distress phase, if there is reasonable certainty that
this phase will eventuate. This is meant for situations wherein a distress phase is developing
from an uncertainty phase or from an alert phase; if a distress phase has to be declared without
any other preceding alert phase, or if any delay in alerting SAR appears not advisable the
rescue coordination centre or manager rescue operations shall be notified immediately.
Derived from:
Reference:
13.4.2 Notification of Manager Rescue Operations (MRO, ESL)

-
13.4.2
if
Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:

Status: Approved
Page 44 of 46
13.4.2.2 Local instructions and/or letters of agreement shall specify whether such notification shall be
done either directly or via another ATS unit serving as a relay station (e.g. the flight information
centre, or an air traffic services reporting office).
Derived from:
Source Paragraph:
13.4.2.3 Such part of the information specified, which is not available at the time notification is made to
a rescue coordination centre or manager rescue operations, should be sought by an air traffic
services unit prior to the declaration of a distress phase, if there is reasonable certainty that
this phase will eventuate. This is meant for situations wherein a distress phase is developing
from an uncertainty phase or from an alert phase; if a distress phase has to be declared without
any other preceding alert phase, or if any delay in alerting SAR appears not advisable the
rescue coordination centre or manager rescue operations shall be notified immediately.
Derived from:
Reference:
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
13.4.3 Notification of RCC

-
13.4.3
13.4.3.1 ATS units shall notify the rescue coordination centre or manager rescue operations regarding
aircraft in emergency conditions in accordance with the prescribed alert phases ( 13.3 ).
Derived from:
Source Paragraph:

Status: Approved
Page 45 of 46
Derived from:
Reference:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
13.4.4 Additional Notifications

-
13.4.4
13.4.4.1 When an ATS unit decides that an aircraft is in the uncertainty or the alert phase, it shall, when
practicable, advise the operator prior to notifying the rescue coordination centre.
Derived from:
Reference:
Note(9): If an aircraft is in the distress phase, the rescue coordination centre has to be
notified immediately.
Derived from:
Reference:
13.4.4.2 All information notified to the rescue coordination centre or manager rescue operations by an
ATS unit shall, whenever practicable, also be communicated, without delay, to the operator.
Derived from:
Reference:
13.4.4.3 Local instructions and/or letters of agreement shall assure that appropriate authorities (i.e.
ministry for foreign affairs, ministry of the interior, ministry for national defence) are notified in
time regarding military aircraft or state aircraft of foreign countries in emergency conditions.
Derived from:
Source Paragraph:

Status: Approved
Page 46 of 46
.-
14 - Contingencies

Status: Approved
Valid: 2006-11-23 - ufn Chapter14 - Contingencies
Page 1 of 33
.14.1 - GENERAL
14.1 General
-
14.1
-
14.1.1
14.1.1.1 ACC
Derived from:
14.1.1.2 AGL
above ground level (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
14.1.1.3 ATC
Derived from:
14.1.1.4 ATM
air traffic management (ICAO)
Derived from:
14.1.1.5 ATS
Derived from:
14.1.1.6 FIR
Derived from:
14.1.1.7 IMC
Derived from:
Reference:
14.1.1.8 MHz
Megahertz (EUROCONTROL)
Derived from:

Status: Approved
Page 2 of 33
.14.1 - GENERAL
Source Paragraph:
Reference:
14.1.1.9 MSAW
minimum safe altitude warning system (ICAO)
Derived from:
Reference:
14.1.1.10 RTF
radiotelephony; radiotelephone (ICAO)
Derived from:
Reference:
14.1.1.11 SELCAL
selective calling system (ICAO)
Derived from:
Reference:
14.1.1.12 SSR
Derived from:
14.1.1.13 STCA
short term conflict alert (ICAO)
Derived from:
14.1.1.14 VFR
Derived from:
14.1.1.15 VHF
Derived from:
Reference:
14.1.1.16 VMC
Derived from:

Status: Approved
Page 3 of 33
.14.1 - GENERAL
Reference:
14.1.2 Definitions
-
14.1.2
14.1.2.1 Acts of unlawful interference
(Definition for guidance purposes, Source: ICAO)
Acts of unlawful interference are acts such as to jeopardize the safety of civil aviation and air
transport, i.e.
w unlawful seizure of aircraft in flight,
w unlawful seizure of aircraft on the ground,
w hostage-taking on board aircraft or on aerodromes,
w forcible intrusion on board an aircraft, at an airport or on the premises of an
aeronautical facility,
w introduction on board an aircraft or at an airport of a wepon or hazardous device or
material intended for criminal purposes,
w communication of false information such as to jeopardize the safety of an aircraft in
flight or on the ground, of passengers, crew, ground personnel or the general public,
at an airport or on the premises of a civil aviation facility.
Derived from:
Reference:
14.1.2.2 adequate alternate aerodrome

An adequate alternate aerodrome is one at which the landing performance requirements can
be met and which is expected to be available, if required, and which has the necessary facilities
and services, such as air traffic control, lighting, communications, meteorological services,
navigation aids, rescue and fire-fighting services and one suitable instrument approach
procedure (ICAO).
Derived from:
Reference: ICAO annex 6 Volume 1 Amendment 26 (2001);

Derived from:

cloud conditions;
Derived from:

Status: Approved
Page 4 of 33
.14.1 - GENERAL
14.1.2.5 air-to-ground communication

One-way communication from aircraft stations to stations or locations on the surface of the
earth (ICAO).
Derived from:
Reference: ICAO Annex 10 Volume 2; ICAO DOC 4444;

(ICAO).
Derived from:

(ICAO).
Derived from:

Derived from:
Source Paragraph:
Reference:

tower (ICAO).
Derived from:
Derived from:
14.1.2.11 aircraft identification (ACID)

A group of letters, figures or a combination thereof which is either identical to, or the coded
equivalent of, the aircraft call sign to be used in air-ground communications, and which is used
to identify the aircraft in ground-ground air traffic services communications (ICAO).

Status: Approved
Page 5 of 33
.14.1 - GENERAL
Derived from:
14.1.2.12 alternate aerodrome

An aerodrome to which an aircraft may proceed when it becomes either impossible or
inadvisable to proceed to or to land at the aerodrome of intended landing.
Alternate aerodromes include (see also): take-off alternate, en-route alternate, ETOPS en-
route alternate, destination alternate (ICAO).
Note.- The aerodrome from which a flight departs may also be an en-route or a destination
alternate aerodrome for that flight.
Derived from:
Reference: ICAO Annex 2; ICAO Annex 3; ICAO Annex 6 Volume 1; ICAO Annex 6 Volume 2; ICAO Annex 11; ICAO DOC
4444;
14.1.2.13 alternative means of communications

A means of communication provided with equal status, and in addition to the primary means
(ICAO).
Derived from:
Reference: ICAO Annex 10 Volume 1; ICAO Annex 10 Volume 5;

Derived from:

Derived from:

(EUROCONTROL).
Derived from:
Source Paragraph:
Reference:
14.1.2.17 blind transmission

A transmission from one station to another station in circumstances where two-way
communication cannot be established but where it is believed that the called station is able to
receive the transmission (ICAO).
Derived from:

Status: Approved
Page 6 of 33
.14.1 - GENERAL
14.1.2.18 bomb threat; bomb warning

A communicated threat, anonymous or otherwise, which suggests, or infers, whether true or
false that the safety of an aircraft in flight or on the ground, or any airport or civil aviation facility
or any person may be in danger from an explosive or other item or device (ICAO).
Derived from:

Derived from:
14.1.2.20 contingency plan

Course of action to be taken in the event of a technical / catastrophic outage or disruption of
service due to industrial action, or any other abnormal incident occurring (EUROCONTROL).
Derived from:
Source Paragraph:
Reference:

and E.
Derived from:

Derived from:
Reference:
14.1.2.23 daily shift log

The official document serving to record all significant occurances and actions relating to
operations, facilities, equipment and staff at an ATM unit during one operating period; in case
of units operating on a 24-hour basis, a new sheet in the log shall be started at 0000 UTC
(ACG).
Derived from:
Source Paragraph:
Reference:
14.1.2.24 destination alternate

An alternate aerodrome to which an aircraft may proceed should it become either impossible
or inadvisable to land at the aerodrome of intended landing (ICAO).
Note 1.- The aerodrome from which a flight departs may also be an en-route or a destination
alternate aerodrome for that flight.

Status: Approved
Page 7 of 33
.14.1 - GENERAL
Note 2.- See also "alternate aerodrome".

Derived from:
Source Paragraph: A524. A525
Reference:
14.1.2.25 emergencies
Occurrences, during which an aircraft is missing, has had an accident or has come in another
way into distress. (ZSRV)
Derived from:
Reference:
14.1.2.26 estimated time of arrival (ETA; estimating arrival)

For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated
point, defined by reference to navigation aids, from which it is intended that an instrument
approach procedure will be commenced, or, if no navigation aid is associated with the
aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the
time at which it is estimated that the aircraft will arrive over the aerodrome. (ICAO)
Derived from:

Derived from:

Derived from:

Derived from:

Derived from:

Status: Approved
Page 8 of 33
.14.1 - GENERAL

Derived from:
Reference:

Derived from:
14.1.2.33 level (LVL)

Derived from:

Derived from:
14.1.2.35 mode (SSR)

intermode. (ICAO)
Derived from:
14.1.2.36 monitoring
Process of continuous or discrete comparison between the actual state of the system and the
expected state of the traffic situation (EUROCONTROL).

Status: Approved
Page 9 of 33
.14.1 - GENERAL
Derived from:
Source Paragraph:
Reference:
14.1.2.37 operator; aircraft operator; aircraft operating agency

A person, organization or enterprise engaged in or offering to engage in an aircraft operation
(ICAO).
Derived from:
Source Paragraph: O86
Reference: ICAO Annex 3; ICAO Annex 6; ICAO Annex 9; ICAO Annex 11; ICAO Annex 12; ICAO Annex 13; ICAO Anex 18;
ICAO DOC 4444;
14.1.2.38 radar
A radio detection device which provides information on range, azimuth and/or elevation of
objects (ICAO).
Derived from:

Derived from:
14.1.2.40 radio direction finding

Radiodetermination using the reception of radio waves for the purpose of determining the
direction of a station or object (ICAO).
Derived from:
14.1.2.41 SELCAL System (selective calling system; SELCAL)

A system which permits the selective calling of individual aircraft over radiotelephone channels
linking a ground station with the aircraft. (ICAO)
Derived from:

Derived from:
14.1.2.43 strayed aircraft

An aircraft which has deviated significantly from its intended track or which reports that it is
lost (ICAO).

Status: Approved
Page 10 of 33
.14.1 - GENERAL
Derived from:
14.1.2.44 suitable alternate aerodrome

A suitable alternate aerodrome is an adequate aerodrome where, for the anticipated time of
use, weather reports, or forecasts, or any combination thereof, indicate that the weather
conditions will be at or above the required aerodrome operating minima, and the runway surface
condition reports indicate that a safe landing will be possible (ICAO).
Derived from:
Reference: ICAO Annex 6 Part 1;

Derived from:

Derived from:
Derived from:

Derived from:

Derived from:


Status: Approved
Page 11 of 33
.14.1 - GENERAL
Derived from:

-
14.1.3
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
14.1.4 References
-
14.1.4
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 12 of 33
.14.2 - ATS CONTINGENCIES
14.2 ATS Contingencies
-
14.2
14.2.1 Radio Communication Contingencies
-
14.2.1
14.2.1.1 ATC contingencies related to communications, i.e. circumstances preventing a controller from
communicating with aircraft under control, may be caused by either a failure of ground radio
equipment, a failure of airborne equipment, or by the control frequency being inadvertently
blocked by an aircraft transmitter. The duration of such events may be for prolonged periods
and appropriate action to ensure that the safety of aicraft is not affected should therefore be
taken immediately.
Derived from:
Reference:
14.2.2 Ground Radio Failure

-
14.2.2
14.2.2.1 In the event of complete failure of the ground radio equipment used for ATC, the controller
shall:
Derived from:
Reference:
a) where aircraft are required to keep a listening watch on the emergency frequency 121.5
MHz, attempt to establish radiocommunications on that frequency;
Derived from:
Reference:
b) without delay inform all adjacent control positions or ATC units, as applicable, of the
failure;
Derived from:
Reference:
c) appraise such positions or units of the current traffic situation;

Derived from:
Reference:
d) if practicable, request their assistance, in respect of aircraft which may establish

communications with those positions or units, in establishing radar or non-radar
separation between and maintaining control of such aircraft; and
Derived from:
Reference:
e) instruct adjacent control positions or ATC units to hold or reroute all controlled flights
outside the area of responsibility of the position or ATC unit that has experienced the
failure until such time that the provision of normal services can be resumed.
Derived from:
Source Paragraph: 15.6.1.2.1 e

Status: Approved
Page 13 of 33
Reference:
14.2.3 Blocked Frequency
-
14.2.3
14.2.3.1 In the event that the control frequency is inadvertently blocked by an aircraft transmitter, the
following additional steps should be taken:
Derived from:
Reference:
a) attempt to identify the aircraft concerned;

Derived from:
Reference:
b) if the aircraft blocking the frequency is identified, attempts should be made to establish
communication with that aircraft, e.g. on the emergency frequency 121.5 MHz, by
SELCAL, through the aircraft operator's company frequency if applicable, on any VHF
frequency designated for air-to-air use by flight crews or any other communication means
or, if the aircraft is on the ground, by direct contact;
Derived from:
Reference:
c) if communication is established with the aircraft concerned, the flight crew shall be
instructed to take immediate action to stop inadvertent transmissions on the affected
control frequency.
Derived from:
Reference:
14.2.4 Unauthorized Use of ATC Frequency

-
14.2.4
14.2.4.1 Instances of false and deceptive transmissions on ATC frequencies which may impair the
safety of aircraft can occasionally occur. In the event of such occurrences, the ATC unit
concerned should:
Derived from:
Reference:
a) correct any false or deceptive instructions or clearances which have been transmitted;
Derived from:
Reference:
b) advise all aircraft on the affected frequency(-ies) that false and deceptive instructions or
clearances are being transmitted;
Derived from:
Reference:

Status: Approved
Page 14 of 33
c) instruct all aircraft on the affected frequency(-ies) to verify instructions and clearances
before taking action to comply;
Derived from:
Reference:
d) if practical, instruct aircraft to change to another frequency; and

Derived from:
Reference:
e) if possible, advise all aircraft affected when the false and deceptive instructions or
clearances are no longer being transmitted.
Derived from:
Reference:
14.2.4.2 Any unauthorized use of ATC frequencies shall be reported to the supervisor who in turn shall
record such event in the daily shift log and forward the report to ACG/HQ.
Derived from:
Source Paragraph:
Reference:
14.2.5 Change of Radiotelephony Call Sign

-
14.2.5
14.2.5.1 An ATC unit may instruct an aircraft to change its type of RTF call sign, in the interests of safety,
when similarity between two or more aircraft RTF call signs are such that confusion is likely to
occur.
Derived from:
Reference:
14.2.5.2 Any such change to the type of call sign shall be temporary and shall be applicable only within
the airspace(s) where the confusion is likely to occur.
Derived from:
Reference:
14.2.5.3 To avoid confusion, the ATC unit should, if appropriate, identify the aircraft which will be
instructed to change its call sign by referring to its position and/or level.
Derived from:
Reference:
14.2.5.4 The appropriate ATC unit shall advise the aircraft concerned when it is to revert to the call sign
indicated by the flight plan.
Derived from:
Reference:

Status: Approved
Page 15 of 33
14.2.5.5 When an ATC unit changes the type of call sign of an aircraft, that unit shall ensure that the
aircraft reverts to the call sign indicated by the flight plan when the aircraft is transferred to
another ATC unit, except when the call sign change has been coordinated between the two
ATC units concerned.
Derived from:
Reference:
14.2.6 Local Contingency Procedures

-
14.2.6
14.2.6.1 Contingency measures to be applied may depend on local circumstances (e.g. available
emergency radio equipment, back-up systems, aerodrome layout, available staff, agreements
with other units or authorities). Therefore, applicable procedures shall be prescribed in the local
manuals of each ATM unit. Such procedures shall conform to national law and shall be based
on this manual, ICAO DOC 4444 and ICAO DOC 7030 as applicable.
Derived from:
Source Paragraph:
Reference:
14.2.6.2 The contingency procedures in the local manuals of each ATM unit shall cover at least:
Derived from:
Source Paragraph:
Reference:
a) ground radio failure;

Derived from:
Source Paragraph:
Reference:
b) partial or total radar failure;

Derived from:
Source Paragraph:
Reference:
c) unlawful interference;
Derived from:
Source Paragraph:
Reference:
d) STCA procedures;
Derived from:
Source Paragraph:
Reference:
e) MSAW procedures if applicable;

Derived from:
Source Paragraph:
Reference:
f) bomb threat against ATM facilities;


Status: Approved
Page 16 of 33
Derived from:
Source Paragraph:
Reference:
g) fire or other events preventing continuation of services.

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 17 of 33
.14.3 - IN-FLIGHT CONTINGENCIES
14.3 In-Flight Contingencies
-
14.3
14.3.1 Emergencies
14.3.1
-
14.3.1.1 The various circumstances surrounding each emergency situation preclude the establishment
of exact detailed procedures to be followed. The procedures outlined herein are intended as a
general guide to air traffic services personnel. Air traffic control units shall maintain full and
complete coordination, and personnel shall use their best judgement in handling emergency
situations.
Derived from:
Reference: FAA Order 7110.10P Flight Services, 5-1-1;
Note(1): If the Pilot of an aircraft encountering a state of emergency has previously been
directed by ATC to operate the transponder on a specific conde, that code will
normally be maintained unless, in special circumstances, the pilot has decided or
has been advised otherwise. Where ATC has not requested a code to be set, the
pilot will set the transponder to Mode A Code 7700.
Derived from:
Reference:
14.3.1.2 When an emergency is declared by an aircraft, the ATS unit should take appropriate and
relevant action as follows:
Derived from:
Reference:
a) unless clearly stated by the flight crew or otherwise known, take all necessary steps to
ascertain aircraft identification and type, the type of emergency, the intentions of the flight
crew as well as the position and level of the aircraft;
Derived from:
Reference:
b) decide upon the most appropriate type of assistance which can be rendered;
Derived from:
Reference:
c) enlist the aid of any other ATS unit or other services which may be able to provide
assistance to the aircraft;
Derived from:
Reference:
d) provide the flight crew with any information requested as well as any additional relevant
information, such as details on suitable aerodromes, minimum safe altitudes, weather
information;
Derived from:
Reference:

Status: Approved
Page 18 of 33
e) obtain from the operator or the flight crew such of the following information as may be
relevant: number of persons on board, amount of fuel remaining, possible presence of
hazardous materials and the nature thereof; and
Derived from:
Reference:
f) notify the appropriate ATS units and authorities as specified in local instructions.
Derived from:
Reference:
14.3.1.3 Changes of radio frequency and SSR code should be avoided if possible and should normally
be made only when or if an improved service can be provided to the aircraft concerned.
Manoeuvring instructions to an aircraft experiencing engine failure should be limited to a
minimum. When appropriate, other aircraft operating in the vicinity of the aircraft in emergency
should be advised of the circumstances.
Derived from:
Reference:

Derived from:
Reference:
14.3.2 Unlawful Interference and Bomb Threat

-
14.3.2
14.3.2.1 Air traffic services personnel shall be prepared to recognize any indication of the occurrence
of unlawful interference with an aircraft.
Derived from:
Reference:
Note(2): An aircraft equipped with an SSR transponder is expected to operate the

transponder on Mode A Code 7500 to indicate specifically that it is the subject of
unlawful interference. The aircraft may operate the transponder on Mode A Code
7700, to indicate that it is threatened by grave and imminent danger and requires
immediate assistance.
Derived from:
Reference:
14.3.2.2 Whenever unlawful interference with an aircraft is known or suspected or a bomb threat warning
has been received, ATS units shall promptly attend to requests by, or to anticipated needs of,
the aircraft, including requests for relevant information relating to air navigation facilities,
procedures and services along the route of flight and at any aerodrome of intended landing,
and shall take such action as is necessary to expedite the conduct of all phases of the flight.
Derived from:

Status: Approved
Page 19 of 33
Reference:
14.3.2.3 ATS units shall also:

Derived from:
Reference:
a) transmit, and continue to transmit, information pertinent to the safe conduct of the flight,
without expecting a reply from the aircraft;
Derived from:
Reference:
b) monitor and plot the progress of the flight with the means available, and coordinate
transfer of control with adjacent ATS units without requiring transmissions or other
responses from the aircraft, unless communication with the aircraft remains normal;
Derived from:
Reference:
c) inform, and continue to keep informed, appropriate ATS units, including those in adjacent
FIRs, which may be concerned with the progress of the flight;
Derived from:
Reference:
d) notify:
Derived from:
Reference:
1) the operator or its designated representative;

Derived from:
Source Paragraph: 15.1.3.3.1 d1
Reference:
2) the appropriate rescue coordination centre in accordance with appropriate alerting

procedures;
Derived from:
Reference:
3) the designated security authority;

Derived from:
Reference:
e) relay appropriate messages, relating to the circumstances associated with the unlawful
interference, between the aircraft and designated authorities.
Derived from:

Status: Approved
Page 20 of 33
Reference:
14.3.2.4 The following additional procedures shall apply if a threat is received indicating that a bomb or
other explosive device has been placed on board a known aircraft. The ATS unit receiving the
threat information shall:
Derived from:
Reference:
a) if in direct communication with the aircraft, advise the flight crew without delay of the threat
and the circumstances surrounding the threat; or
Derived from:
Reference:
b) if not in direct communication with the aircraft, advise the flight crew by the most
expeditious means through other ATS units or other channels.
Derived from:
Reference:
14.3.2.5 The ATS unit in commuication with the aircraft shall ascertain the intentions of the flight crew
and report those intentions to other ATS units which may be concerned with the flight.
Derived from:
Reference:
14.3.2.6 The aircraft shall be handled in the most expeditious manner whilst ensuring, to the extent
possible, the safety of other aircraft and that personnel and ground installations are not put at
risk.
Derived from:
Reference:
14.3.2.7 Aircraft in flight shall be given re-clearance to a requested new destination without delay. Any
request by the flight crew to climb or descend for the purpose of equalizing or reducing the
differential between the outside air pressure and the cabin air pressure shall be approved as
soon as possible.
Derived from:
Reference:
14.3.2.8 An aircraft on the ground should be advised to remain as far away from other aircraft and
installations as possible and, if appropriate, to vacate the runway. The aircraft should be
instructed to taxi to a designated or isolated parking area in accordance with local instructions.
Should the flight crew disembark passengers and crew immediately, other aircraft, vehicles
and personnel should be kept at a safe distance from the threatened aircraft.
Derived from:
Reference:

Status: Approved
Page 21 of 33
14.3.2.9 ATS units shall not provide any advice or suggestions concerning action to be taken by the
flight crew in relation to an explosive device.
Derived from:
Reference:
14.3.2.10 An aircraft known or believed to be the subject of unlawful interference or which for other
reasons needs isolation from normal aerodrome activities shall be cleared to the designated
isolated parking position. Where such an isolated parking position has not been designated,
or if the designated position is not available, the aircraft shall be cleared to a position within the
area or areas selected by prior agreement with the aerodrome authority. The taxi clearance
shall specify the taxi route to be followed to the parking position. This route shall be selected
with a view to minimizing any security risks to the public, other aircraft and installations at the
aerodrome.
Derived from:
Reference:

Derived from:
Reference:
14.3.3 Emergency Descent

-
14.3.3
14.3.3.1 Upon receipt of advice that an aircraft is making an emergency descent through other traffic,
all possible action shall be taken immediately to safeguard all aircraft concerned. When
deemed necessary, air traffic control units shall immediately broadcast by means of the
appropriate radio aids, or if not possible, request the appropriate communications stations
immediately to broadcast an emergency message.
Derived from:
Reference:
14.3.3.2 It is expected that aircraft receiving such a broadcast will clear the specified areas and stand
by on the appropriate radio frequency for further clearances from the air traffic control unit.
Derived from:
Reference:
14.3.3.3 Immediately after such an emergency broadcast has been made the ACC, the approach control
unit, or the aerodrome control tower concerned shall forward further clearances to all aircraft
involved as to additional procedures to be followed during and subsequent to the emergency
descent. The ATS unit concerned shall additionally inform any other ATS unit and control
sectors which may be affected.
Derived from:
Reference:

Status: Approved
Page 22 of 33
14.3.4 Air-Ground Communications Failure
-
14.3.4
14.3.4.1 ATS personnel shall be aware that the procedure to be followed by aircraft in case of
communications failure which is published by national law (LVR § 38) does not coincide with
the procedures published by ICAO in DOC 4444 (15.2.3) and in DOC 7030 (5.0). Therefore it
might be possible that aircraft experiencing a communications failure will adhere rather to one
of the ICAO procedures than to the national procedure.
Derived from:
Source Paragraph:
Reference: LVR § 38 ICAO DOC 4444 15.2.3 ICAO DOC 7030 5.2, 5.3;
14.3.4.2 A soon as it is known that two-way communication has failed, action shall be taken to ascertain
whether the aircraft is able to receive transmissions from the air trafic control unit by requesting
it to execute a specified manoeuvre which can be observed by radar or to transmit, if possible,
a specified signal in order to indicate acknowledgement.
Derived from:
Reference:
14.3.4.3 As soon as it is known that two-way communication has failed, appropriate information
describing the action taken by the air traffic control unit or instructions justified by any
emergency situation, shall be transmitted blind for the attention of the aircraft concerned, on
the frequencies available on which the aircraft is believed to be listening, including the voice
frequencies of available radio navigation or approach aids. Information shall also be given
concerning:
Derived from:
Reference:
a) meteorological conditions favourable to a cloud-breaking procedure in areas where

congested traffic may be avoided; and
Derived from:
Reference:
b) meteorological conditions at suitable aerodromes.

Derived from:
Reference:
14.3.4.4 Pertinent information shall be given to other aircraft in the vicinity of the presumed position of
the aircraft experiencing the failure.
Derived from:
Reference:
14.3.4.5 As soon as it is known that an aircraft which is operating in its area of responsibility is
experiencing an apparent radiocommunication failure, an air traffic services unit shall forward
information concerning the radiocommunication failure to all air traffic services units concerned
along the route of flight. The ACC in whose area the destination aerodrome is located shall
take steps to obtain information on the alternate aerodrome(s) and other relevant information
specified in the filed flight plan, if such information is not available.

Status: Approved
Page 23 of 33
Derived from:
Reference:
14.3.4.6 If circumstances indicate that a controlled flight experiencing a communication failure might
proceed to (one of) the alternate aerodrome(s) specified in the filed flight plan, the air traffic
control unit(s) serving the alternate aerodrome(s) and any other air traffic control units that
might be affected by a possible diversion shall be informed of the circumstances of the failure
and requested to attempt to establish communication with the aircraft at a time when the aircraft
could possibly be within communication range. This shall apply particularly when, by agreement
with the operator or a designated representative, a clearance has been transmitted blind to the
aircraft concerned to proceed to an alternate aerodrome, or when meteorological conditions at
the aerodrome of intended landing are such that a diversion to an alternate is considered likely.
Derived from:
Reference:
14.3.4.7 When an air traffic control unit receives information that an aircraft, after experiencing a
communication failure has re-established communication or has landed, that unit shall inform
the air traffic services unit in whose area the aircraft was operating at the time the failure
occurred, and other air traffic services units concerned along the route of flight, giving
necessary information for the continuation of control if the aircraft is continuing in flight.
Derived from:
Reference:
14.3.4.8 If the aircraft has not reported within thirty minutes after:
Derived from:
Reference:
a) the estimated time of arrival furnished by the pilot;

Derived from:
Reference:
b) the estimated time of arrival calculated by the ACC; or

Derived from:
Reference:
c) the last acknowledged expected approach time,

Derived from:
Reference:
whichever is latest, pertinent information concerning the aircraft shall be forwarded to aircraft
operators, or their designated representatives, and pilots-in-command of any aircraft
concerned and normal control resumed if they so desire. It is the responsibility of the aircraft
operators, or their designated representatives, and pilots-in-command of aircraft to determine
whether they will resume normal operations or take other action.

Status: Approved
Page 24 of 33
Derived from:
Reference:
14.3.5 Strayed Aircraft

-
14.3.5
Note(3): The term “strayed aircraft” in this section has the following meaning:
An aircraft which has deviated significantly from its intended track or which reports
that it is lost.
Derived from:
Source Paragraph:
14.3.5.1 As soon as an air traffic services unit becomes aware of a strayed aircraft, it shall take all
necessary steps assist the aircraft and to safeguard its flight.
Derived from:
Reference:
Note(4): Navigational assistance by an air traffic services unit is particularly important if the
unit becomes aware of an aircraft straying, or about to stray, into an area where
there is a risk of interception or other hazard to its safety.
Derived from:
Reference:
14.3.5.2 If the aircraft's position is not known, the air traffic services unit shall:
Derived from:
Reference:
a) attempt to establish two-way communication with the aircraft, unless such communiction
already exists;
Derived from:
Reference:
b) use all available means to determine its position;

Derived from:
Reference:
c) inform other ATS units into whose area the aircraft may have strayed or may stray, taking
into account all the factors which may have affected the navigation of the aircraft in the
circumstances;
Derived from:
Reference:
d) inform, in accordance with locally agreed procedures, appropriate military units and
provide them with pertinent flight plan and other data concerning the strayed aircraft;

Status: Approved
Page 25 of 33
Derived from:
Reference:
e) request from the units referred to in c) and d) and from other aircraft in flight every
assistance in establishing communication with the aircraft and determining its position.
Derived from:
Reference:
Note(5): The requirements in d) and e) apply also to ATS units informed in accordance with
c).
Derived from:
Reference:
14.3.5.3 When the aircraft's position is established, the air traffic services unit shall:
Derived from:
Reference:
a) advise the aircraft of its position and corrective action to be taken; and
Derived from:
Reference:
b) provide, as necessary, other ATS units and appropriate military units with relevant
information concerning the strayed aircraft and any advice given to that aircraft.
Derived from:
Reference:
14.3.6 Assistance to VFR Flights

-
14.3.6
Note(6): A strayed aircraft is an aircraft which has deviated significantly from its intended
track or which reports that it is lost.
Derived from:
Reference:
14.3.6.1 A VFR flight reporting that it is uncertain of its position or lost, or encountering adverse
meteorological conditions, should be considered to be in a state of emergency and handled as
such. The controller shall, under such circumstances, communicate in a clear, concise and
calm manner and care shall be taken, at this stage, not to question any fault or negligence that
the pilot may have committed in the preparation or conduct of the flight. Depending on the
circumstances, the pilot should be requested to provide any of the following information
considered pertinent so as to better provide assistance:
Derived from:
Reference:
a) aircraft flight conditions;

Status: Approved
Page 26 of 33
Derived from:
Reference:
b) position (if known) and level;

Derived from:
Reference:
c) airspeed and heading since last known position, if pertinent;

Derived from:
Reference:
d) pilot experience;
Derived from:
Reference:
e) navigation equipment carried and if any navigation aid signals are being received;
Derived from:
Reference:
f) SSR Mode and code selected if relevant;

Derived from:
Source Paragraph: 15.4.1.1 f
Reference:
g) departure and destination aerodromes;

Derived from:
Source Paragraph: 15.4.1.1 g
Reference:
h) number of persons on board;

Derived from:
Source Paragraph: 15.4.1.1 h
Reference:
i) endurance.
Derived from:
Source Paragraph: 15.4.1.1 i
Reference:
14.3.6.2 If communications with the aircraft are weak or distorted, it should be suggested that the aircraft
climb to a higher level, provided meteorological conditions and other circumstances permit.
Derived from:
Reference:

Status: Approved
Page 27 of 33
14.3.6.3 Navigation assistance to help the pilot determine the aircraft position may be provided by use
of radar, direction-finder, navigation aids or sighting by another aircraft. Care must be taken
when providing navigation assistance to ensure that the aircraft does not enter cloud.
Derived from:
Reference:
Note(7): The possibility of a VFR flight becoming strayed as a result of encountering

adverse meteorological conditions must be recognized.
Derived from:
Reference:
14.3.6.4 If reporting difficulty in maintaining or unable to maintain VMC, the pilot should be informed of
the minimum flight altitude of the area where the aircraft is, or is believed to be. If the aircraft
is below that level, and the position of the aircraft has been established with a sufficient degree
of probability, a track or heading, or a climb, may be suggested to bring the aircraft to a safe
level.
Derived from:
Reference:
14.3.6.5 Radar assistance to a VFR flight should only be provided upon the request or concurrence of
the pilot. The type of radar service to be provided should be agreed with the pilot.
Derived from:
Reference:
14.3.6.6 When providing radar assistance in adverse weather conditions, the primary objective should
be to bring the aircraft into VMC as soon as possible. Caution must be exercised to prevent
the aircraft from entering cloud.
Derived from:
Reference:
14.3.6.7 Should circumstances be such that IMC cannot be avoided by the pilot, the following guidelines
may be followed:
Derived from:
Reference:
a) other traffic on the ATC frequency not able to provide any assistance may be instructed
to change to another frequency to ensure uninterrupted communications with the aircraft;
alternatively the aircraft being assisted may be instructed to change to another frequency;
Derived from:
Reference:
b) ensure, if possible, that any turns by the aircraft are carried out clear of cloud;
Derived from:

Status: Approved
Page 28 of 33
Reference:
c) instructions involving abrupt manoeuvres should be avoided; and

Derived from:
Reference:
d) instructions or suggestions to reduce speed of the aircraft or to lower the landing gear,
should, if possible, be carried out clear of cloud.
Derived from:
Reference:
14.3.7 Unidentified Aircraft

-
14.3.7
Note(8): The term “unidentified aircraft” in this section has the following meaning:
An aircraft which has been observed or reported to be operating in a given area
but whose identity has not been established.
Derived from:
Source Paragraph:
14.3.7.1 As soon as an air traffic services unit becomes aware of an unidentified aircraft in its area, it
shall endeavour to establish the identity of the aircraft whenever this is necessary for the
provision of air traffic services or required by the appropriate military authorities in accordance
with locally agreed procedures. To this end, the air traffic services unit shall take such of the
following steps as are appropriate in the circumstances:
Derived from:
Reference:
a) attempt to establish two-way communication with the aircraft;

Derived from:
Reference:
b) inquire of other air traffic services units within the FIR about the flight and request their
assistance in establishing two-way communication with the aircraft;
Derived from:
Reference:
c) inquire of air traffic services units serving the adjacent FIRs about the flight and request
their assistance in establishing two-way communication with the aircraft;
Derived from:
Reference:
d) attempt to obtain information from other aircraft in the area.

Derived from:

Status: Approved
Page 29 of 33
Reference:
14.3.8 Interception of Civil Aircraft

-
14.3.8
14.3.8.1 As soon as an air traffic services unit learns that an aircraft is being intercepted in its area of
responsibility, it shall take such of the following steps as are appropriate in the circumstances:
Derived from:
Reference:
a) attempt to establish two-way communication with the intercepted aircraft on any available
frequency, including the emergency frequency 121.5 MHz, unless such communication
already exists;
Derived from:
Reference:
b) inform the pilot of the intercepted aircraft of the interception;

Derived from:
Reference:
c) establish contact with the intercept control unit maintaining two-way communication with
the interception aircraft and provide it with available information concerning the aircraft;
Derived from:
Reference:
d) relay messages between the intercepting aircraft or the intercept control unit and the
intercepted aircraft, as necessary;
Derived from:
Reference:
e) in close coordination with the intercept control unit take all necessary steps to ensure the
safety of the intercepted aircraft; and
Derived from:
Reference:
f) inform ATS units serving adjacent FIRs if it appears that the aircraft has strayed from such
adjacent FIRs.
Derived from:
Source Paragraph: 15.5.2.1 f
Reference:
14.3.8.2 As soon as an air traffic services unit learns that an aircraft is being intercepted outside its area
of responsibility, it shall take such of the following steps as are appropriate in the circumstances:
Derived from:

Status: Approved
Page 30 of 33
Reference:
a) inform the ATS unit serving the airspace in which the interception is taking place, providing
this unit with available information that will assist in identifying the aircraft and requesting
it to take action in accordance with 14.3.8.1 ;
Derived from:
Reference:
b) relay messages between the intercepted aircraft and the appropriate ATS unit, the
intercept control unit or the intercepting aircraft.
Derived from:
Reference:
14.3.9 Fuel Dumping

-
14.3.9
14.3.9.1 An aircraft in an emergency or other urgent situations may need to dump fuel so as to reduce
to maximum landing mass in order to effect a safe landing.
Derived from:
14.3.9.2 When an aircraft operating within controlled airspace needs to dump fuel, the flight crew shall
advise ATC. The ATC unit shall then coordinate with the flight crew the following:
Derived from:
Reference:
a) the route to be flown, which, if possible, should be clear of cities and towns, preferably
over water and away from areas where thunderstorms have been reported or are
expected;
Derived from:
Reference:
b) the level to be used, which should be not less than 1800 m (6 000 ft) AGL; and
Derived from:
Reference:
c) the duration of the fuel dumping.

Derived from:
Reference:
14.3.9.3 Other known traffic shall be separated from the aircraft dumping fuel by:
Derived from:

Status: Approved
Page 31 of 33
a) at least 19 km (10 NM) horizontally, but not behind the aircraft dumping fuel;
Derived from:
Reference:
b) vertical separation if behind the aircraft dumping fuel within 15 minutes flying time or a
distance of 93 km (50 NM) by;
Derived from:
Reference:
1) at least 300 m (1 000 ft) if above the aircraft dumping fuel; and
Derived from:
Source Paragraph: 15.5.3.2 b) 1)
Reference:
2) at least 900 m (3 000 ft) if below the aircraft dumping fuel.

Derived from:
Source Paragraph: 15.5.3.2 b) 2)
Reference:
Note(9): The horizontal boundaries of the area within which other traffic requires
appropriate vertical separation extend for 19 km (10 NM) either side of the track
flown by the aircraft which is dumping fuel, from 19 km (10 NM) ahead, to 93 km
(50 NM) or 15 minutes along track behind it (including turns).
Derived from:
Reference:
14.3.9.4 If the aircraft will maintain radio silence during the fuel dumping operation, the frequency to be
monitored by the flight crew and the time when radio silence will terminate should be agreed.
Derived from:
Reference:
14.3.9.5 A warning message shall be broadcast on appropriate frequencies for non-controlled traffic to
remain clear of the area concerned. Adjacent ATC units and control sectors and the flight
information centre shall be informed of the fuel dumping taking place and requested to
broadcast on applicable frequencies an appropriate warning message for other traffic to remain
clear of the area concerned.
Derived from:
Reference:
14.3.9.6 Upon completion of the fuel dumping, adjacent ATC units and control sectors and the flight
information centre shall be advised that normal operations can be resumed.
Derived from:
Reference:

Status: Approved
Page 32 of 33
14.3.9.7 Fuel dumping operations shall be entered in the daily shift logs oft the ATM units concerned
including the aircraft's callsign, the position or area used, level(s) used and the start- and end
time of the operation.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 33 of 33
.-
15 - Meteorology

Status: Approved
Valid: 2006-11-23 - ufn Chapter15 - Meteorology
Page 1 of 95
.15.1 - GENERAL
15.1 General
-
15.1
-
15.1.1
15.1.1.1 ACC
Derived from:
15.1.1.2 AIREP
air-report (ICAO; meteorological Abbreviation)
Derived from:
Source Paragraph: Abbreviations - Decode
Reference:
15.1.1.3 AIRMET
Derived from:
Source Paragraph:
Reference:
15.1.1.4 APP
approach control service; approach control (ICAO)
approach control unit (ICAO)
Derived from:
15.1.1.5 AT ...
at (followed by time at which weather change is forecast to occur) (ICAO; meteorological
Abbreviation)
Derived from:
Reference:
15.1.1.6 ATIS
Derived from:
15.1.1.7 ATM
Division "Air Traffic Management" (ACG)
Derived from:
Source Paragraph:
Reference:
15.1.1.8 ATS

Status: Approved
Page 2 of 95
.15.1 - GENERAL
Derived from:
15.1.1.9 BECMG
becoming (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.10 CAVOK
Clouds and Visibility OK (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
15.1.1.11 CB
cumulonimbus (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.12 D-ATIS
Derived from:
15.1.1.13 D-VOLMET
VOLMET data link service; data link VOLMET (ICAO)
Derived from:
Reference:
15.1.1.14 FIC
Derived from:
Reference:
15.1.1.15 FIR
Derived from:
15.1.1.16 FM
from (followed by time weather change is forecast to begin) (ICAO; meteorological
Abbreviation)

Status: Approved
Page 3 of 95
.15.1 - GENERAL
Derived from:
Reference:
15.1.1.17 FZDZ
freezing drizzle (ICAO)
Derived from:
Reference:
15.1.1.18 FZFG
freezing fog (ICAO)
Derived from:
15.1.1.19 FZRA
freezing rain (ICAO)
Derived from:
Reference:
15.1.1.20 H24
Hours 24, availability 24 hours/day, 7 days/week (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
15.1.1.21 IFR
Derived from:
15.1.1.22 MBST
microburst (ICAO)
Derived from:
Reference:
15.1.1.23 MET
Division "Meteorology" (ACG)
Derived from:
Source Paragraph:
Reference:
15.1.1.24 MET REPORT

local routine meteorological report (ICAO)

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Page 4 of 95
.15.1 - GENERAL
Derived from:
Reference:
15.1.1.25 METAR
Code for aviation routine weather report (ICAO)
Derived from:
Reference:
15.1.1.26 MHz
Megahertz (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
15.1.1.27 MWO
meteorological watch office (ICAO)
Derived from:
Reference:
15.1.1.28 NOSIG
no significant change (used in trend-type landing forecast) (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.29 NOTAM
notice to airmen (ICAO)
Derived from:
15.1.1.30 NSC
Nil significant cloud; no significant cloud (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.31 NSW
Nil significant weather; no significant weather (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.32 PIREP
pilot report (EUROCONTROL)
Derived from:

Status: Approved
Page 5 of 95
.15.1 - GENERAL
Source Paragraph:
Reference:
15.1.1.33 QFE
Derived from:
Reference:
15.1.1.34 QNH
Derived from:
Reference:
15.1.1.35 RAFC
Derived from:
Reference:
15.1.1.36 RVR
Derived from:
1; ICAO DOC 4444;
15.1.1.37 SIGMET
Derived from:
Source Paragraph:
Reference:
15.1.1.38 SKC
sky clear (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.39 SPECI
aviation selected special weather report (Code form) (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
15.1.1.40 SPECIAL
local special meteorological report (ICAO)
Derived from:

Status: Approved
Page 6 of 95
.15.1 - GENERAL
Reference:
15.1.1.41 SST
supersonic transport (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.42 TAF
aerodrome forecast (ICAO)
Derived from:
Reference:
15.1.1.43 TCU
towering cumulus (ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.44 TEMPO
temporary; temporarily(ICAO; meteorological Abbreviation)
Derived from:
Reference:
15.1.1.45 TL ...
till (followed by time by which weather change is forecast to end) (ICAO; meteorological
Abbreviation)
Derived from:
Reference:
15.1.1.46 TWR
aerodrome control tower; aerodrome control; control tower (ICAO)
Derived from:
15.1.1.47 UTC
coordinated universal time (ICAO)
Derived from:
Reference:
15.1.1.48 VAAC
volcanic ash advisory centre (ICAO; meteorological Abbreviation)
Derived from:

Status: Approved
Page 7 of 95
.15.1 - GENERAL
Reference:
15.1.1.49 VFR
Derived from:
15.1.1.50 VHF
Derived from:
Reference:
15.1.1.51 VMC
Derived from:
Reference:
15.1.1.52 VOLMET
meteorological information for aircraft in flight (ICAO)
Derived from:
Reference:
15.1.1.53 VOR
Derived from:
Reference:
15.1.1.54 WAFC
world area forecast centre (ICAO)
Derived from:
Reference:
15.1.1.55 WMO
world meteorological organisation (EUROCONTROL)
Derived from:
Source Paragraph:
Reference:
15.1.1.56 WS
wind shear (ICAO; meteorological Abbreviation)
Derived from:
Reference:

Status: Approved
Page 8 of 95
.15.1 - GENERAL
15.1.2 Definitions
-
15.1.2
15.1.2.1 aerodrome meteorological office
An office, located on an aerodrome, designated to provide meteorological service for
international air navigation (ICAO).
Derived from:

cloud conditions;
Derived from:

Derived from:
15.1.2.4 aeronautical meteorological station

A station designated to make observations and meteorological reports for use in international
air navigation (ICAO).
Derived from:
15.1.2.5 air navigation services; navigation services (ANS)

Air navigation services include air traffic services (ATS), aeronautical telecommunications
service (COM), meteorological services for air navigation (MET), search and rescue (SAR) and
aeronautical information services (AIS). These services are provided to air traffic during all
phases of operations (approach, aerodrome control and en route). With the implementation of
CNS/ATM systems, ATS and COM will be replaced by ATM and CNS which are broader in
scope (ICAO).
Derived from:
15.1.2.6 aircraft observation

The evaluation of one or more meteorological elements made from an aircraft in flight (ICAO).

Status: Approved
Page 9 of 95
.15.1 - GENERAL
Derived from:

Derived from:
15.1.2.8 altitude
Derived from:

Derived from:
15.1.2.10 ASHTAM
A special series NOTAM notifying by means of a specific format change in activity of a volcano,
a volcanic eruption and/or volcanic ash cloud that is of significance to aircraft operations
(ICAO).
Derived from:

Derived from:
15.1.2.12 broadcast (BCST)

A transmission intended to be received by all stations (ICAO).
Derived from:
15.1.2.13 circling approach

An extension of an instrument approach procedure which provides for visual circling of the
aerodrome prior to landing (ICAO).

Status: Approved
Page 10 of 95
.15.1 - GENERAL
Derived from:
15.1.2.14 clear ice

A coating of ice, generally clear and smooth, but with some air pockets. It is formed on exposed
objects at temperatures below or slightly above the freezing temperature by the freezing of
supercooled drizzle, droplets or raindrops (ICAO).
Derived from:
15.1.2.15 climb phase

The operating phase defined by the time during which the engine is operated in the climb
operating mode (ICAO).
Derived from:
15.1.2.16 compacted snow

Snow which has been compressed into a solid mass that resists further compression and will
hold together or break up into lumps if picked up; specific gravity: 0.5 and over (ICAO).
Derived from:
Reference: ICAO Annex 14 Volume 1; ICAO DOC 4444;

Derived from:
15.1.2.18 data link VOLMET (VOLMET data link service, D-VOLMET)

through data link (ICAO).
Derived from:
15.1.2.19 dry snow

Snow which can be blown if loose or, if compacted by hand, will fall apart upon release; specific
gravity: up to but not including 0.35; when the ambient temperature is below or well below
freezing (ICAO).
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 14 Volume 1; ICAO DOC 9640;


Status: Approved
Page 11 of 95
.15.1 - GENERAL
available (ICAO).
Derived from:
8168;

intervals (ICAO).
datum;
Derived from:
DOC 4444;
15.1.2.22 flight visibility

The visibility forward from the cockpit of an aircraft in flight (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 11; ICAO DOC 4444; LVR;
15.1.2.23 forecast (FCST)

A statement of expected meteorological conditions for a specified time or period, and for a
specified area or portion of airspace (ICAO).
Derived from:
15.1.2.24 freezing fog (FZFG)

A fog formed of supercooled water droplets which freeze upon contact with exposed objects
and form a coating of rime/glaze (ICAO).
Derived from:
15.1.2.25 GAMET area forecast

An area forecast in abbreviated plain language for low-level flights for a flight information region
or sub-area thereof, prepared by the meteorological office designated by the meteorological
authority concerned and exchanged with meteorological offices in adjacent flight information
regions, as agreed between the meteorological authorities concerned (ICAO).
Derived from:
Source Paragraph: G4

Status: Approved
Page 12 of 95
.15.1 - GENERAL
15.1.2.26 ground visibility

The horizontal visibility at an aerodrome, as reported by an accredited observer. (LVR)
Derived from:
Source Paragraph: §2 Zi.4
Reference: ICAO Annex 2; ICAO Doc 4444; LVR § 2 4.;
15.1.2.27 holdover time (HOT)

The estimated time the anti-icing fluid (treatment) will prevent the formation of ice and frost and
the accumulation of snow on the protected (treated) surfaces of an aeroplane (ICAO).
Derived from:
15.1.2.28 horizontal wind shear

Change of horizontal wind direction and/or speed with horizontal distance, as would be
determined by two or more anemometers mounted at the same height along a runway (ICAO).
Derived from:

Derived from:
15.1.2.30 low level wind shear

Wind shear along the final approach path or along the runway and the take-off and initial climb-
out flight path (ICAO).
Derived from:
15.1.2.31 magnetic variation (VAR)

The angular difference between True North and Magnetic North.
Note.- The value given indicates whether the angular difference is East or West of True
North (ICAO).
Derived from:
15.1.2.32 METAR
routine aviation weather report in code form (in aeronautical meteorological code) (ICAO).
Derived from:
Reference:
15.1.2.33 meteorological office

An office designated to provide meteorological service for international air navigation (ICAO).

Status: Approved
Page 13 of 95
.15.1 - GENERAL
Derived from:
15.1.2.34 meteorological report (MR)

A statement of observed meteorological conditions related to a specified time and location
(ICAO).
Derived from:

Derived from:
15.1.2.36 night (NGT)

The hours between the end of evening civil twilight and the beginning of morning civil twilight
or such other period between sunset and sunrise, as may be prescribed by the appropriate
authority (ICAO).
Note.- Civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below
the horizon and begins in the morning when the centre of the sun's disc is 6 degrees below the
horizon.
Derived from:
15.1.2.37 notice to airmen (NOTAM)

A notice distributed by means of telecommunication containing information concerning the
establishment, condition or change in any aeronautical facility, service, procedure or hazard,
the timely knowledge of which is essential to personnel concerned with flight operations (ICAO).
Derived from:
15.1.2.38 pressure altitude

An atmospheric pressure expressed in terms of altitude which corresponds to that pressure in
the Standard Atmosphere (ICAO).
Derived from:
Reference: ICAO Annex 2; ICAO Annex 6 Part 1; ICAO Annex 8; ICAO Annex 10 Vol. 1; ICAO DOC 4444;
15.1.2.39 QFE
Derived from:
Reference:

Status: Approved
Page 14 of 95
.15.1 - GENERAL
15.1.2.40 QNH
Derived from:
Reference:

aircraft (ICAO).
Derived from:
15.1.2.42 regional area forecast centre (RAFC)

upper wind and temperature charts for flights departing from aerodromes within its service area
and to supply grid point data in digital form for up to world-wide coverage. (ICAO).
Derived from:

Derived from:
1; ICAO DOC 4444;

operations (ICAO).
Derived from:
Reference:
15.1.2.45 slant visual range (SVR)

The visual range of a specified object or light along a line of sight which differs significantly
from the horizontal; for example, the visual range of ground objects or lights as seen from an
aircraft on the approach (ICAO).
Derived from:
15.1.2.46 slush
Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be
displaced with a splatter; specific gravity: 0.5 up to 0.8 (ICAO).
Derived from:

Status: Approved
Page 15 of 95
.15.1 - GENERAL
15.1.2.47 SNOWTAM
A special series NOTAM notifying the presence or removal of hazardous conditions due to
snow, ice, slush or standing water associated with snow, slush and ice on the movement area,
by means of a specific format (ICAO).
Derived from:
15.1.2.48 squall line (SQL)

Squall line indicates thunderstorm along a line with little or no space between individual
clouds (ICAO).
Derived from:
15.1.2.49 surface wind

Wind speed and wind direction (magnetic), provided in accordance with ICAO Annex 3, Chapter
4 (ICAO).
Derived from:

cases. (ICAO).
Derived from:
15.1.2.51 trend-tpye landing forecast

(...) a routine, special or selected special report for an aerodrome to which is appended a
concise statement of the expected trend of the meteorological conditions at that aeordrome.
(ICAO)
Derived from:
15.1.2.52 vertical wind shear

Change of horizontal wind direction and/or speed with height, as would be determined by
means of two or more anemometers mounted at different heights on a single mast (ICAO).
Derived from:
15.1.2.53 visibility (VIS)

Visibility for aeronautical purposes is the greater of:
a) the greatest distance at which a black object of suitable dimensions, situated near the
ground, can be seen and recognized when observed against a bright background;

Status: Approved
Page 16 of 95
.15.1 - GENERAL
b) the greatest distance at which lights in the vicinity of 1 000 candelas can be seen and
identified against an unlit background (ICAO).
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 2; ICAO Annex 3; ICAO DOC 8400;

Derived from:
15.1.2.55 voice-ATIS
The provision of ATIS by means of continuous and repetitive voice broadcasts (ICAO).
Derived from:
15.1.2.56 VOLMET broadcast

Routine broadcast containing, as appropriate, current aerodrome weather reports, aerodrome
forecasts and SIGMET messages for aircraft in flight. (ICAO)
Derived from:
15.1.2.57 VOLMET data link service; data link VOLMET; D-VOLMET

through data link. (ICAO)
Derived from:
15.1.2.58 wet snow

Snow which, if compacted by hand, will stick together and tend to or form a snowball; specific
gravity: 0.35 up to but not including 0.5; when the ambient temperature is near or above
freezing (ICAO).
Derived from:
Reference: ICAO DOC 4444; ICAO Annex 14 Volume 1; ICAO DOC 9640;
15.1.2.59 world area forecast centre (WAFC)

upper-air forecasts in digital and/or pictorial form on a global basis to regional rea forecast
centres, and direct to States by appropriate means as part of the aeronautical fixed service
(ICAO).
Derived from:

Status: Approved
Page 17 of 95
.15.1 - GENERAL
15.1.2.60 world area forecast system (WAFS)

A world-wide system by which world and regional area forecast centres provide aeronautical
meteorological en-route forecasts in uniform standardized formats. (ICAO).
Derived from:

-
15.1.3
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 3 to the Convention on International Civil Aviation - Meteorological Service

for International Air Navigation
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:

Derived from:
Source Paragraph:
Reference:
l ICAO European Region Air Navigation Plan, Volume 2 - FASID (ICAO DOC 7754 Vol.
2)
Derived from:
Source Paragraph:
Reference:
l ICAO Manual of Aeronautical Meteorological Practice (ICAO DOC 8896)

Derived from:
Source Paragraph:
Reference:
l ICAO Manual on Coordination between Air Traffic Services, Aeronautical Information

Services and Aeronautical Meteorological Services (ICAO DOC 9377)
Derived from:
Source Paragraph:
Reference:
15.1.4 References
-
15.1.4

Status: Approved
Page 18 of 95
.15.1 - GENERAL
Derived from:
Source Paragraph:
Reference:
l Aeronautical Information Publication Austria

Derived from:
Source Paragraph:
Reference:
l ACG/MET Betriebshandbuch Meteorologie ().

Derived from:
Source Paragraph:
Reference:
l ICAO Annex 1 to the Convention on International Civil Aviation - Personnel Licensing

Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
Reference:
l ICAO Annex 15 to the Convention on International Civil Aviation - Aeronautical Information

Services
Derived from:
Source Paragraph:
Reference:
l ICAO Abbreviations and Codes (ICAO DOC 8400)

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 19 of 95
.15.2 - METEOROLOGICAL INFORMATION: REPORTS
15.2 Meteorological Information: Reports
-
15.2
15.2.1 Routine Observations and Reports: MET REPORT
-
15.2.1
15.2.1.1 MET REPORT is a local aviation routine weather report in abbreviated plain language. MET
REPORTS are issued in english language.
Derived from:
Source Paragraph:
Reference: BOF W/B MET - Report 1; ICAO DOC 8896 2.3;
15.2.1.2 MET REPORTs are prepared half-hourly, 0000 - 2400 UTC, at times h+20 and h+50.
Derived from:
Source Paragraph:
Reference: BOF W/B MET - Report 3 (2002);
15.2.1.3 MET REPORTs are distributed to the relevant aerodrome and approach control unit(s) during
the service hours of those unit(s). The actual times of distribution shall be laid down in a letter
of agreement between divisions ATM and MET and shall be reproduced in local instructions.
Derived from:
Source Paragraph:
Note(1): Meteorological information used in ATIS (voice-ATIS and D-ATIS) is to be

extracted from the local routine report.
Derived from:
Reference:
15.2.1.4 Routine reports in plain language (MET REPORT) contain the following information in the order
indicated:
Derived from:
Source Paragraph:
a) identification:
Derived from:
Source Paragraph:
Reference: ICAO DOC 8896 Appendix C - METAR and SPECI Decode; ICAO Annex 3 4.5.1; BOF W/B METAR 1;
1) type of report (MET REPORT),

Derived from:
Source Paragraph:
Reference: ICAO DOC 8896 Appendix C - METAR and SPECI Decode; ICAO Annex 3 4.5.1; BOF W/B;
2) location indicator;
Derived from:
Reference:
3) time of the observation (UTC), followed by the letter "Z" to indicate UTC,

Status: Approved
Page 20 of 95
Derived from:
Source Paragraph:
Reference: ICAO DOC 8896 Appendix C - METAR and SPECI Decode; ICAO Annex 3 4.5.1; BOF W/B
METAR 1;
b) surface wind direction and speed;

Derived from:
Reference:
Note(2): Based on an average magnetic variation of approximately 1° in Austria, the

difference between magnetic north and true north is neglected in local weather
reports in plain language (MET REPORT, SPECIAL) within Austria.
Derived from:
Source Paragraph:
Reference: BOF W/B MET-Report 2 (2002); ICAO DOC 8896 2.3.5.1 Note 1;
c) visibility;
Derived from:
Reference:
d) runway visual range, when applicable;

Derived from:
Reference:
e) present weather,
Derived from:
Reference:
f) cloud amount, type (only for cumulonimbus and towering cumulus clouds at or near the
aerodrome) and height of base, or vertical visibility, as applicable,
Derived from:
Source Paragraph: 4.5.1 i)
Reference:
g) air temperature and dew-point temperature;

Derived from:
Source Paragraph: 4.5.1 j)
Reference:
h) QNH and QFE in whole hectopascals rounded down to the lower whole hectopascal,
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 4.5.1 k);
i) supplementary information, as far as applicable:

Derived from:

Status: Approved
Page 21 of 95
Reference:
1) information on significant meteorological and/or operational phenomena in the

approach and climb-out areas including wind shear,
Derived from:
Source Paragraph:
Reference: ICAO Annex 11 4.3.7 s);
2) recent weather (Indicator "RE"),

Derived from:
Source Paragraph:
Reference: ICAO DOC 8896 Appendix C - METAR and SPECI Decode; BOF W/B METAR 1;
j) radar report in short form (short-RAREP), designated by the code "WXR OBS",
Derived from:
Source Paragraph:
Reference: BOF W/B MET-REPORT 7 (1997);
k) TREND-type landing forecast (see 15.3.1 ):

Derived from:
Source Paragraph:
Reference: BOF W/B METAR-48 (1997);
1) change indicator ("BECMG", "TEMPO", or "NOSIG"),

Derived from:
Source Paragraph:
2) time of change ("AT", "FM", "TL"),

Derived from:
Source Paragraph:
3) forcast wind,
Derived from:
Source Paragraph:
4) forecast visibility,
Derived from:
Source Paragraph:
5) forecast weather, replaced when significant weather ends by "NSW",

Derived from:
Source Paragraph:
6) forecast cloud, replaced, as applicable, by "SKC", "CAVOK", "NSC".

Derived from:
Source Paragraph:

Status: Approved
Page 22 of 95
Note(3): Routine and special reports in abbreviated plain language (MET REPORT and
SPECIAL) may be supplemented, if necessary and if equipped accordingly, by
radar reports (RAREP), designated by the code "WXR OBS".
Derived from:
Source Paragraph:
Reference: BOF W/B MET-Report 46;
Note(4): See 15.10.5 for the use of the code word "CAVOK".
Derived from:
Source Paragraph:
Reference:
Note(5): Detailed information regarding the issuance of meteorological routine and special
reports may be found in ICAO DOC 4444 11.4.3.2.3.1.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 11.4.3.2.3.1;
15.2.2 Routine Observations and Reports: METAR

-
15.2.2
15.2.2.1 METAR is the code name for the aviation routine weather report issued in aeronautical
meteorological code as prescribed by the World Metorological Organization. The METAR code
form is used for the exchange of aviation routine weather reports.
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 4.3.2; ICAO DOC 8400; ICAO DOC 9713 A765;
15.2.2.2 Routine reports in the METAR code form contain the following information in the order
indicated:
Derived from:
Source Paragraph:
a) identification:
Derived from:
Source Paragraph:
1) type of report (METAR),

Derived from:
Source Paragraph:
METAR 1;
Derived from:
Reference:
3) time of the observation (UTC), followed by the letter "Z" to indicate UTC,

Status: Approved
Page 23 of 95
Derived from:
Source Paragraph:
METAR 1;
4) indicator for automated observations ("AUTO"), if applicable,

Derived from:
Source Paragraph:
METAR 1;
b) surface wind direction and speed;

Derived from:
Reference:
c) visibility;
Derived from:
Reference:
d) runway visual range, when applicable;

Derived from:
Reference:
e) present weather,
Derived from:
Reference:
f) cloud amount, type (only for cumulonimbus and towering cumulus clouds at or near the
aerodrome) and height of base, or vertical visibility, as applicable,
Derived from:
Reference:
g) air temperature and dew-point temperature;

Derived from:
Reference:
h) altimeter setting: QNH in whole hectopascals rounded down to the lower whole
hectopascal,
Derived from:
Source Paragraph:
i) supplementary information, as far as applicable:

Derived from:

Status: Approved
Page 24 of 95
Reference:
1) recent weather (Indicator "RE"),

Derived from:
Source Paragraph:
2) wind shear, if applicable (Indicator "WS"), supplemented, as necessary by the

relevant runway or, if all runways are affected the indicator "ALLRWY",
Derived from:
Source Paragraph:
METAR 1;
j) runway report, when applicable (see 15.2.4 );

Derived from:
Source Paragraph:
k) remark (supplementary information in plain language, as applicable); and

Derived from:
Source Paragraph:
l) TREND-type landing forecast (see 15.3.1 ):

Derived from:
Source Paragraph:
1) change indicator ("BECMG", "TEMPO", or "NOSIG"),

Derived from:
Source Paragraph:
2) time of change ("AT", "FM", "TL"),

Derived from:
Source Paragraph:
3) forcast wind,
Derived from:
Source Paragraph:
4) forecast visibility,
Derived from:
Source Paragraph:
5) forecast weather, replaced when significant weather ends by "NSW",

Derived from:
Source Paragraph:

Status: Approved
Page 25 of 95
6) forecast cloud, replaced, as applicable, by "SKC", "CAVOK", "NSC".

Derived from:
Source Paragraph:
Note(6): See 15.10.5 for the use of the code word "CAVOK".
Derived from:
Source Paragraph:
Reference:
Derived from:
Source Paragraph:
15.2.3 Special Observations and Reports: SPECIAL

-
15.2.3
15.2.3.1 Special reports are issued locally in abbreviated plain language in addition to routine reports
to provide information on significant deteriorations or improvements in aerodrome weather
conditions. They are issued whenever one or more elements of a routine report change in
accordance with pre-established criteria.
Derived from:
Reference:
15.2.3.2 Special reports in abbreviated plain language carry the identifier SPECIAL and have the same
content and sequence of elements as routine reports.
Derived from:
Source Paragraph:
15.2.3.3 SPECIAL are prepared during those hours specified for the distribution to the relevant
aerodrome and approach control unit(s) when the criteria for the issuance of SPECIAL reports
apply.
Derived from:
Source Paragraph:
15.2.3.4 SPECIAL are distributed to the relevant aerodrome and approach control unit(s) during the
service hours of those unit(s) as laid down for the distribution of MET REPORTs.
Derived from:
Source Paragraph:
Note(8): Meteorological information used in ATIS (voice-ATIS and D-ATIS) is to be

extracted from the local routine and special reports (see also 12.10 ).
Derived from:

Status: Approved
Page 26 of 95
Reference:
15.2.3.5 The format for SPECIAL reports is similar to that of the MET REPORT and elements used have
the same meaning (see 15.2.1.3 Note(1) - contents of the MET REPORT).
Derived from:
Source Paragraph:
Note(9): Routine and special reports in abbreviated plain language (MET REPORT and
SPECIAL) may be supplemented, if necessary and if equipped accordingly, by
radar reports (RAREP), designated by the code "WXR OBS".
Derived from:
Source Paragraph:
Reference: BOF W/B MET-Report 46;
Note(10): Based on an average magnetic variation of approximately 1° in Austria, the

difference between magnetic north and true north is neglected in local weather
reports in plain language (MET REPORT, SPECIAL) within Austria.
Derived from:
Source Paragraph:
Reference: BOF W/B MET-Report 2 (2002); ICAO DOC 8896 2.3.5.1 Note 1;
15.2.3.6 For international dissemination, special reports may be coded in the METAR/SPECI code forms
and disseminated with the code name "SPECI". SPECI are not prepared for austrian
aerodromes, but may be received from other states.
Derived from:
Source Paragraph:
Reference: DN ATMM 29/04 - keine SPECI in Österreich; ICAO DOC 4444 9.1.3.5.1;
15.2.4 Runway Report

-
15.2.4
15.2.4.1 Information on runway conditions is disseminated by the relevant meteorological office in form
of runway reports for the airports Wien, Linz, Salzburg, Innsbruck, Klagenfurt and Graz.
Derived from:
Source Paragraph:
Reference: BOF W/B METAR 38 (2002);
15.2.4.2 Information on runway conditions is expressed in coded form as part of the METAR, inserted
prior the TREND-type landing forecast and containing the following information in the order
indicated:
Derived from:
Source Paragraph:
Reference: BOF W/B METAR 38 (2002); ICAO DOC 7754 Volume 2 Part III Attachment A 7.;
a) runway designator (2 digits),

Derived from:
Source Paragraph:
b) runway deposits (1 digit),

Status: Approved
Page 27 of 95
Derived from:
Source Paragraph:
c) extent of runway contamination (1 digit),

Derived from:
Source Paragraph:
d) depth of deposit (2 digits), and

Derived from:
Source Paragraph:
e) friction coefficient or braking action (2 digits).

Derived from:
Source Paragraph:
15.2.4.3 For decoding of runway reports see 15.10.6 .

Derived from:
Source Paragraph:
Reference:
15.2.5 Snowtam
-
15.2.5
15.2.5.1 SNOWTAM are special series NOTAM notifying the presence or removal of hazardous
conditions due to snow, ice, slush or standing water associated with snow, slush and ice on
the movement area, by means of a specific format.
Derived from:
Source Paragraph:
Reference: ICAO Annex 15 Chapter 2;
15.2.5.2 New SNOWTAM are issued whenever there is a significant change in conditions. The
maximum validity of SNOWTAM is 24 hours.
Derived from:
Source Paragraph:
Reference: ICAO Annex 15 Appendix 2 1.d;
15.2.5.3 For decoding of SNOWTAM see 15.10.7 .

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 28 of 95
.15.3 - METEOROLOGICAL INFORMATION: FORECASTS
15.3 Meteorological Information: Forecasts
-
15.3
15.3.1 Landing Forecast (TREND)
-
15.3.1
15.3.1.1 The "trend-type" landing forecast consists of a routine or special report to which is appended
a concise statement indicating what significant changes - expressed as a trend - are likely to
occur in one or more weather elements during the two hours following the time of the report.
The aerodrome or special report with the trend statement together form the complete landing
forecast.
Derived from:
Reference:
15.3.1.2 The trend statement appended to the report has the same order of elements (i.e. surface wind,
visibility, forecast significant weather phenomena and cloud), terminology, units and scales as
the preceding report and is introduced by one of the following change indicators if a significant
change or changes are expected:
Derived from:
Reference:
a) BECMG; or
Derived from:
Reference:
b) TEMPO.
Derived from:
Reference:
These change indicators are used as necessary in association with the abbreviations
"FM" (meaning "from"), "TL" (meaning "till") and "AT" (dictionary meaning), each followed by a
time group in hours and minutes.
Derived from:
Source Paragraph: 3.6.2 Text ohne 1. Satz
Reference:
15.3.1.3 The TREND-group contains the following information in the order indicated:
Derived from:
Source Paragraph:
Reference:
a) change indicator ("BECMG", "TEMPO", or "NOSIG"),

Derived from:
Source Paragraph:
b) time of change ("AT", "FM", "TL"),

Derived from:
Source Paragraph:

Status: Approved
Page 29 of 95
c) forcast wind,
Derived from:
Source Paragraph:
d) forecast visibility,
Derived from:
Source Paragraph:
e) forecast weather, replaced when significant weather ends by "NSW",

Derived from:
Source Paragraph:
f) forecast cloud, replaced, as applicable, by "SKC", "CAVOK", "NSC".

Derived from:
Source Paragraph:
15.3.1.4 The expected end of occurrence of significant weather phenomena is indicated by the
abbreviation "NSW" (meaning "No Significant Weather").
Derived from:
Source Paragraph:
Reference: ICAO DOC 8896 3.6.3 e) Freitext, angepasst auf sinnvoll ohne die lange Aufzählung;
15.3.1.5 When no significant changes to any of the elements concerned are expected within 2 hours,
the term "NOSIG" is used, representing the complete forecast statement.
Derived from:
Reference:
15.3.2 Aerodrome Forecast

-
15.3.2
15.3.2.1 Aerodrome forecasts follow the general form of aerodrome weather reports and may be
expressed in abbreviated plain language for local use and transmission to pilots, or may be
coded in TAF code form when exchanged on communications circuits.
Derived from:
Reference:
15.3.2.2 Aerodrome forecasts are issued by the meteorological watch office Wien-Schwechat (MWO
LOWW) as follows:
Derived from:
Source Paragraph:
Reference: DN ATMM 29/04; DN ATMM 30/04; ICAO DOC 8896 3.4.1;
a) every 3 hours with a validity of 9 hours (TAF), and


Status: Approved
Page 30 of 95
Derived from:
Source Paragraph:
b) at 0400 UTC and in six-hourly intervals with a validity of 18 hours (long-TAF).

Derived from:
Source Paragraph:
15.3.2.3 Expected changes indicated in an aerodrome forecast are given using the following indicators
and associated time groups:
Derived from:
Reference: ICAO Annex 3, Appendix 5 1.3;
a) BECMG (abbreviation for "becoming") - this change indicator describes changes where
the conditions are expected to reach or pass specified values at a regular or irregular rate;
Derived from:
b) TEMPO (abbreviation for "temporary") - this indicator is used to describe temporary

fluctuations in the meteorological conditions, lasting less than one hour in each instance
and covering less than half of the forecast period;
Derived from:
c) PROB (abbreviation for "probability") - followed by tens of percent, indicates the probability
that a certain change or value will occur. Only PROB30 or PROB40 are normally used,
as less than 30 per cent probability is considered in aviation to have little significant value,
and 50 per cent or more should be given as BECMG or TEMPO, as appropriate; and
Derived from:
d) FM (abbreviation for "from") - is used to indicate self-contained time periods during which
certain conditions prevail.
Derived from:
15.3.2.4 An amended aerodrome forecast in abbreviated plain language is identified by "AMD FCST"
in place of "FCST", or, in code form, as "TAF AMD" in place of "TAF"; it covers the whole of
the remaining period of the original forecast.
Derived from:
Reference:
15.3.2.5 Aerodrome forecasts in the TAF code form include the following information in the order
indicated:
Derived from:

Status: Approved
Page 31 of 95
Reference:
a) identification:
Derived from:
Source Paragraph:
Reference: ICAO DOC 8896 Appendix C - TAF Decode;
1) code name TAF/TAF AMD;

Derived from:
Reference:
Derived from:
Reference:
3) date and time of origin of forecast;

Derived from:
Reference:
4) date and period of validity of forecast;

Derived from:
Reference:
b) forecast surface wind direction and speed;

Derived from:
c) forecast visibility;
Derived from:
d) forecast significant weather (see for details), replaced, when the significant weather
phenomenon is forecast to end, by "NSW" ("Nil Significant Weather");
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 6.2.3 g; ICAO DOC 8896 Appendix C - TAF Decode;
e) forecast cloud amount and height; cloud type when cumulonimbus (CB) or towering
cumulus (TCU); replaced, as appropriate, by:
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 6.2.3 h; ICAO DOC 8896 Appendix C - TAF Decode;
1) vertical visibility in units of 100 ft, when sky is expected to be obscured, or


Status: Approved
Page 32 of 95
Derived from:
Source Paragraph:
2) "SKC" (Sky Clear), when clear sky is forcast, or

Derived from:
Source Paragraph:
3) "NSC" (No Significant Cloud), when no CB/TCU and no cloud below 5000 ft or below
the highest minimum sector altitude, whichever is greater, are forecast and CAVOK
and SKC are not appropriate;
Derived from:
Source Paragraph:
f) expected significant changes to one or more of these elements during the period of
validity, indicated by, as appropriate:
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 6.2.3 i; ICAO DOC 8896 Appendix C - TAF Decode;
1) probability of occurrence ("PROB") (percent);

Derived from:
Source Paragraph:
2) change indicator ("BECMG", "TEMPO", "FM");

Derived from:
Source Paragraph:
3) beginning and end of forecast period in hours UTC;

Derived from:
Source Paragraph:
4) element(s) changed.
Derived from:
Source Paragraph:
15.3.2.6 Forecast visibility, weather and cloud are replaced by the code word "CAVOK" if the prescribed
conditions for visibility, clouds and significant weather are met (see 15.10.5 ).
Derived from:
Source Paragraph:

Status: Approved
Page 33 of 95
.15.4 - METEOROLOGICAL INFORMATION: WARNINGS
15.4 Meteorological Information: Warnings
-
15.4
15.4.1 Aerodrome Warnings
-
15.4.1
15.4.1.1 The purpose of aerodrome warnings is to give concise information, in plain language, of
meteorological conditions which could adversely affect aircraft on the ground, including parked
aircraft, and the aerodrome facilities and services.
Derived from:
Reference:
15.4.1.2 Aerodrome warnings are issued in accordance with local arrangements to operators,
aerodrome services and to others concerned, by the meteorological office designated to
provide service for that aerodrome. They normally relate to the occurrence or expected
occurrence of one or more of the following phenomena:
Derived from:
Reference:
a) tropical cyclone
Derived from:
Source Paragraph: Appendix 6 5.1.2
Reference:
b) thunderstorm
Derived from:
Reference:
c) hail
Derived from:
Reference:
d) snow
Derived from:
Reference:
e) freezing precipitation
Derived from:
Reference:
f) hoar frost or rime

Derived from:
Reference:
g) sandstorm
Derived from:

Status: Approved
Page 34 of 95
Reference:
h) duststorm
Derived from:
Reference:
i) rising sand or dust

Derived from:
Reference:
j) strong surface wind and gusts

Derived from:
Reference:
k) squall
Derived from:
Reference:
l) frost
Derived from:
Reference:
m) volcanic ash.
Derived from:
Reference: ME Handbuch (Intranet): Teil "Warnungen erstellen";
Note(11): Responsibilities in regard to the dissemination and transmission of meteorological

information are laid down in subchapters 15.5 , 15.6 , 15.7 and 15.8 .
Derived from:
Source Paragraph:
Reference:
15.4.2 Wind Shear Warnings

15.4.2
-
15.4.2.1 The objective of wind shear warnings is to give concise information on the observed or expected
existence of wind shear which could adversely affect:
Derived from:
Reference:
a) aircraft on the approach path or take-off path or during circling approach between runway
level and 500 m (1600 ft) above that level, or higher where local topography produces
operationally significant wind shears at greater heights; and
Derived from:

Status: Approved
Page 35 of 95
Reference:
b) aircraft on the runway during the landing roll and take-off run.
Derived from:
Reference:
15.4.2.2 Wind shear warnings are prepared in abbreviated plain language, specified, as necessary, by:
Derived from:
Source Paragraph:
a) the location (e.g. in the approach area, "IN APCH");

Derived from:
Source Paragraph:
b) a reference to observed, reported or detected microbursts (e.g. "MBST");

Derived from:
Source Paragraph:
c) distances along the take-off path or relation to specific section of the runway (e.g. "4KM
FINAL RWY 13"); and
Derived from:
Source Paragraph:
d) aircraft type, location and time of report, if the warning is based on an aircraft report (e.g.
"B747 REPORTED MOD WS IN APCH RWY 34 AT 1510").
Derived from:
Source Paragraph:
Note(12): Intensity categories for wind shear are still developed; the qualifying terms
"moderate", "strong", or "severe" are therefore based largely on subjective
assessment.
Derived from:
Source Paragraph:
Reference: ICAO DOC 8896 4.5.5 Note 2;
15.4.2.3 Wind shear warnings for arriving aircraft and/or departing aircraft are cancelled when aircraft
reports indicate that wind shear no longer exists, or alternatively, after an agreed elapsed time.
The criteria for the cancellation of a wind shear warning should be defined locally for each
aerodrome, as agreed between the meteorological authority, the appropriate ATS authority and
the operators concerned.
Derived from:
Reference:

Status: Approved
Page 36 of 95

Derived from:
Source Paragraph:
Reference:
15.4.3 SIGMET
15.4.3
-
15.4.3.1 The purpose of SIGMET information is to advise pilots of the occurrence or expected
occurrence of en-route weather phenomena which may affect the safety of aircraft operations.
Derived from:
Reference:
15.4.3.2 SIGMET information messages are given in abbreviated plain language using approved ICAO
abbreviations (see 15.10.3 for decoding).
Derived from:
Source Paragraph:
15.4.3.3 SIGMET messages show the following information in the order listed:
Derived from:
Source Paragraph:
1) location indicator of the ATS unit serving the FIR or control area to which the SIGMET
message refers - for example "LOVV";
Derived from:
Reference:
2) identification of information and sequence number - for example "SIGMET 5" or "SIGMET
SST 1", whereby SIGMET information for aircraft in transonic and supersonic flight is
identified as "SIGMET SST";
Derived from:
Source Paragraph: 4.2.5 Note in para 3 eingearbeitet
Reference:
3) date-time groups indicating the period of validity in UTC - for example "VALID
221215/221600";
Derived from:
Reference:
Note(14): It should be understood that the period of validity refers to the expected duration
of the phenomenon, and therefore transmission of the information to aircraft in
flight by ground initiative is to be carried out only for those SIGMETs which are
still valid.
Derived from:

Status: Approved
Page 37 of 95
Reference:
4) location indicator of the meteorological watch office originating the message, followed by
a hyphen to separate the preamble from the text - for example "LOWW-";
Derived from:
Reference:
5) on the next line, name of the flight information region or control area for which the SIGMET
is issued - for example "WIEN FIR";
Derived from:
Reference:
6) phenomenon and its description; for decoding see 15.10.3 - for example "FRQ TS";
Derived from:
Reference:
7) type of information: if observed and expected to continue, using the abbreviation "OBS"
and, if appropriate, the time of observation in UTC; if forecast, using the abbreviation
"FCST";
Derived from:
Reference:
8) location and level, referring, where possible, to latitude/longitude and/or locations or

geographical features well known internationally - for example "FCST TOPS FL 390 S OF
54 DEG N" or "SIBY/BISTOK AT FL250";
Derived from:
Reference:
9) movement: observed or expected movement with reference to one of the eight points of
the compass, given in kilometres per hour or knots, or stationary - for exmple "MOV E 40
KMH" or "STNR";
Derived from:
Reference:
10) changes in intensity: using, as appropriate, the abbreviations "INTSF" (meaning

"intensifying"), "WKN" (meaning "weakening") or "NC" (meaning "no change");
Derived from:
Reference:
11) on the next line, an outlook providing information beyond the period of validity specified
above and covering up to 12 hours, of the trajectory of the volcanic ash cloud and positions
of the tropical cyclone centre - for example "OTLK TC CENTRE 260400 28.5N 74.5W
261000 31.0N 76.0W".
Derived from:
Reference:

Status: Approved
Page 38 of 95

Derived from:
Source Paragraph:
Reference:
15.4.4 AIRMET
15.4.4
-
15.4.4.1 AIRMET information messages are given in abbreviated plain language using approved ICAO
abbreviations (see 15.10.3 for decoding).
Derived from:
Source Paragraph:
15.4.4.2 AIRMET messages show the following information in the order listed:
Derived from:
Source Paragraph:
a) location indicator of the ATS unit serving the FIR or control area to which the AIRMET
message refers - for example "LOVV";
Derived from:
Reference:
b) message identification and sequence number - for example "AIRMET 2";

Derived from:
Reference:
c) date-time groups indicating the period of validity in UTC - for example "VALID
221215/221600";
Derived from:
Reference:
Note(16): It should be understood that the period of validity refers to the expected duration
of the phenomenon, and therefore transmission of the information to aircraft in
flight by ground initiative is to be carried out only for those AIRMETs which are
still valid.
Derived from:
Reference:
d) location indicator of the meteorological watch office originating the message followed by
a hyphen to separate the preamble from the text - for example "LOWW-";
Derived from:
Reference:

Status: Approved
Page 39 of 95
e) on the next line, name of the FIR or sub-area thereof for which the AIRMET is issued - for
example "WIEN FIR";
Derived from:
Reference:
f) phenomenon and its description, causing the issuance of the AIRMET (see for decoding)
- for example "MOD MTW";
Derived from:
Reference:
g) type of information: if observed and expected to continue, using the abbreviation "OBS"
and, if appropriate, the time of observation in UTC; if forecast, using the abbreviation
"FCST" - for example "OBS AT 1325";
Derived from:
Reference:
h) location and level, referring, where possible, to latitude/longitude and/or locations or

geographical features well known internationally - for example "48 DEG N 10 DEG E AT
FL090";
Derived from:
Reference:
i) movement: observed or expected movement with reference to one of the eight points of
the compass, given in kilometres per hour or knots, or stationary - for example "STNR";
Derived from:
Reference:
j) changes in intensity: using, as appropriate, the abbreviations "INTSF", "WKN" or "NC".

Derived from:
Reference:

Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 40 of 95
.15.5 - METEOROLOGICAL INFORMATION SUPPLIED TO ATS UNITS
15.5 Meteorological Information supplied to ATS Units
-
15.5
15.5.1 Provisions for Air Traffic Services Units in General
-
15.5.1
15.5.1.1 The meteorological information required by ATS units can be divided into two kinds:
Derived from:
Reference:
a) that needed to carry out air traffic control functions (e.g. surface wind data for establishing
runways in use, weather radar data for guiding aircraft, and upper-air forecasts for tactical
decision-making); and
Derived from:
Reference:
b) that needed to provide information to aircraft in flight (en route, landing or taking off).
Derived from:
Reference:
15.5.1.2 The meteorological information to be supplied to each ATS Unit shall be laid down in a letter
of agreement between divisions ATM and ME and shall comprise at least the items named in
the following sections 15.5.2 , 15.5.3 and 15.5.4 .
Derived from:
Source Paragraph:
Note(18): The provisions laid down throughout this subchapter regarding the different items
of meteorological information which shall be readily available at the particular ATS
units shall not be understood as referring to a specific location (unit or unit's name).
The unit names mentioned in this context are meant to represent the services
provided by a specific ATS unit (e.g. an approach control office may also provide
certain tasks of the area control service - handling overflights - depending on local
procedures).
Derived from:
Source Paragraph:
Reference:
15.5.2 Information supplied to Aerodrome Control Towers

-
15.5.2
15.5.2.1 The following meteorological information shall be supplied, as necessary, to an aerodrome
control tower by its associated aerodrome meteorological office:
Derived from:
Source Paragraph: Appendix 9 1.1
Reference: ICAO Doc 9377 3.2, 3.4; ICAO Doc 8896 8.1;
a) local routine and special reports (MET REPORTs and SPECIALs), including current
pressure data and landing forecasts, METARs and SPECIs, aerodrome forecasts (TAFs)
and amendments thereto, for the aerodrome concerned;

Status: Approved
Page 41 of 95
Derived from:
Reference:
b) SIGMET and AIRMET information (if appropriate), wind shear warnings and aerodrome
warnings and appropriate special air-reports for the airspace with which the ATS unit is
concerned;
Derived from:
Reference: ICAO Annex 3 Appendix 9 1.2.b);
c) any additional meteorological information agreed upon locally, such as forecasts of

surface wind for the determination of possible runway changes; and
Derived from:
Source Paragraph: Appendix 9 1.1. c
d) information on the occurrence or expected occurrence of a weather deterioration as soon

as this can be determined; and
Derived from:
Source Paragraph:
e) pressure data for altimeter settings for the area concerned; and
Derived from:
Source Paragraph:
f) information on the occurrence of significant meteorological conditions in the vicinity of the

aerodrome, particularly in the climb-out and approach areas, as well as the location,
vertical extent and direction and rate of movement of the phenomenon, including, in
particular:
Derived from:
Source Paragraph:
1) cumulonimbus or thunderstorms;
Derived from:
Reference:
2) moderate or severe turbulence;

Derived from:
Reference:
3) wind shear, including microbursts;

Derived from:
Reference:
4) hail;

Status: Approved
Page 42 of 95
Derived from:
Reference:
5) severe squall line;

Derived from:
Reference:
6) moderate or severe icing;

Derived from:
Reference:
7) freezing precipitation;
Derived from:
Reference:
8) severe mountain waves;

Derived from:
Reference:
9) sandstorm;
Derived from:
Reference:
10) duststorm;
Derived from:
Reference:
11) blowing snow; and

Derived from:
Source Paragraph: 3.2.4 k)
Reference:
12) funnel cloud (tornado or waterspout).

Derived from:
Source Paragraph: 3.2.4 l)
Reference:
15.5.3 Information supplied to Approach Control Units

-
15.5.3
15.5.3.1 The following meteorological information shall be supplied, to an approach control office:
Derived from:

Status: Approved
Page 43 of 95
a) local routine and special reports (MET REPORTs and SPECIALs), including current
pressure data and landing forecasts, METARs and SPECIs, aerodrome forecasts (TAFs)
and amendments thereto, for the aerodrome concerned;
Derived from:
Reference:
b) SIGMET and AIRMET information (if appropriate), wind shear warnings and aerodrome
warnings and appropriate special air-reports for the airspace with which the ATS unit is
concerned;
Derived from:
Reference: ICAO Annex 3 Appendix 9 1.2.b);
c) any additional meteorological information as agreed upon locally (such as forecasts of

surface wind for the determination of possible runway changes).
Derived from:
Reference: ICAO Annex 3 Appendix 9 1.2 c;
d) information on the occurrence or expected occurrence of a weather deterioration as soon

as this can be determined; and
Derived from:
Source Paragraph:
e) pressure data for altimeter settings for the area concerned; and
Derived from:
Source Paragraph:
f) information on the occurrence of significant meteorological conditions in the vicinity of the

aerodrome, particularly in the climb-out and approach areas, as well as the location,
vertical extent and direction and rate of movement of the phenomenon, including, in
particular:
Derived from:
Source Paragraph:
1) cumulonimbus or thunderstorms;
Derived from:
Reference:
2) moderate or severe turbulence;

Derived from:
Reference:
3) wind shear, including microbursts;

Derived from:

Status: Approved
Page 44 of 95
Reference:
4) hail;
Derived from:
Reference:
5) severe squall line;

Derived from:
Reference:
6) moderate or severe icing;

Derived from:
Reference:
7) freezing precipitation;
Derived from:
Reference:
8) severe mountain waves;

Derived from:
Reference:
9) sandstorm;
Derived from:
Reference:
10) duststorm;
Derived from:
Reference:
11) blowing snow; and

Derived from:
Source Paragraph: 3.2.4 k)
Reference:
12) funnel cloud (tornado or waterspout).

Derived from:
Source Paragraph: 3.2.4 l)
Reference:

Status: Approved
Page 45 of 95
15.5.4 Information supplied to Units providing Area Control and/or the Flight
-
15.5.4
Information Centre
15.5.4.1 The following meteorological information shall be supplied, as necessary, to a flight information
centre or an area control centre by its associated meteorological watch office:
Derived from:
Source Paragraph: Appendix 9 - 1.3
a) METARs and SPECIs, including current pressure data, landing forecasts and TAFs (and
amendments thereto) covering the FIR or the control area and, if required by the FICs or
ACCs, covering aerodromes in neighbouring FIRs, as determined by regional air
navigation agreement;
Derived from:
Reference:
b) forecasts of upper winds, upper-air temperatures and significant en-route weather

phenomena and amendments thereto (particularly those which are likely to render
operations under visual flight rules impracticable), SIGMET and AIRMET information and
appropriate speical air-reports covering the FIR or control area concerned and, if required,
covering neighbouring FIRs/control areas;
Derived from:
Reference:
c) any other meteorological information required by the FIC/ACC to meet requests from
aircraft in flight. If the information requested is not available in the associated MWO,
another meteorological office will be requested to supply it;
Derived from:
Reference:
d) information received on volcanic ash cloud, for which a SIGMET message has not already
been issued, as agreed between the meteorological and ATS authorities concerned;
Derived from:
Reference:
e) volcanic ash advisory information issued by the corresponding VAAC and received in
accordance with regional air navigation agreement; and
Derived from:
Reference:
f) information received concerning the accidental release of radioactive materials into the
atmosphere, as agreed between the meteorological and ATS authorities concerned.
Derived from:
Reference:

Status: Approved
Page 46 of 95
15.5.5 Weather Image Information System (WIIS)
-
15.5.5
15.5.5.1 The WIIS is provided for information-, planning- and verification purposes exclusively. In no
case the WIIS shall be used for vectoring, in the provision of separation or as basis for the
circumnavigation of adverse weather.
Derived from:
Source Paragraph:
15.5.5.2 There is no obligation for ATM personnel in regard to the use of the WIIS or in regard to the
forwarding of information derived therefrom.
Derived from:
Source Paragraph:
15.5.5.3 Operating instructions for the WIIS are contained in the FDR30.
Derived from:
Source Paragraph:
Reference: DN ATMM 38/04 (Intern von PLN); FDR 30 8.;

Status: Approved
Page 47 of 95
.15.6 - METEOROLOGICAL INFORMATION TO AIRCRAFT BY ATS UNITS
15.6 Meteorological Information to Aircraft by ATS Units
-
15.6
15.6.1 Source of Information and Responsibility of Transmission
-
15.6.1
15.6.1.1 Meteorological information concerning the meteorological conditions at aerodromes, to be
transmitted to aircraft by the ATS unit concerned, shall be extracted by the ATS unit concerned
from the following meteorological messages, provided by the appropriate meteorological office,
supplemented for arriving and departing aircraft, as appropriate, by information from indicators
relating to meteorological sensors (in particular, those related to the surface wind and runway
visual range) located in the ATS units:
Derived from:
Reference:
a) local meteorological routine and special reports;

Derived from:
Reference:
b) METAR/SPECI, for dissemination to other aerodromes beyond the aerodrome of origin

(mainly intended for flight planning, VOLMET broadcasts and D-VOLMET).
Derived from:
Reference:
15.6.1.2 Meteorological information for use by aircraft in flight shall be supplied by a meteorological
office to its associated air traffic services unit and through D-VOLMET or VOLMET broadcasts.
Derived from:
Reference:
15.6.1.3 The meteorological office(s) and stations associated with a TWR or an APP are responsible
for the supply of required meteorological information to these ATS units. The ATS units are
responsible for transmitting to aircraft meteorological information as prescribed.
Derived from:
Reference:
15.6.2 Means of Transmission

-
15.6.2
15.6.2.1 Information shall be disseminated to aircraft by one or more of the following means as
determined by the appropriate ATS authority:
Derived from:
Reference:
a) the preferred method of directed transmission on the initiative of the appropriate ATS unit
to an aircraft, ensuring that receipt is acknowledged; or
Derived from:

Status: Approved
Page 48 of 95
Reference:
b) a general call, unacknowledged transmission to all aircraft concerned; or

Derived from:
Reference:
c) broadcast; or
Derived from:
Reference:
d) data link.
Derived from:
Reference:
Note(19): It should be recognized that in certain circumstances, e.g. during the last stages
of a final approach, it may be impracticable for aircraft to acknowledge directed
transmissions.
Derived from:
Reference:
15.6.2.2 The use of general calls shall be limited to cases where it is necessary to disseminate essential
information to several aircraft without delay, e.g. the sudden occurrence of hazards, a change
of the runway-in-use, or the failure of a key approach and landing aid.
Derived from:
Reference:
15.6.3 Information Prior to Taxiing for Take-off

-
15.6.3
15.6.3.1 Prior to taxiing for take-off, aircraft shall be advised of the following elements of information, in
the order listed, with the exception of such elements which it is known the aircraft has already
received:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
arrangements or if so requested by the aircraft, the QFE altimeter setting;

Status: Approved
Page 49 of 95
Derived from:
Reference:
d) the air temperature for the runway to be used, in the case of turbine-engined aircraft;
Derived from:
Reference:
e) the visibility representative of the direction of take-off and initial climb, if less than 10 km,
Derived from:
Reference:
f) the correct time.

Derived from:
Reference:
Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.9.
Derived from:
Reference:
15.6.4 Information Prior to Take-off

-
15.6.4
15.6.4.1 Prior to take-off, aircraft shall be advised of:
Derived from:
Reference:
a) any significant changes in the surface wind direction and speed, the air temperature, and
the visibility representative of the direction of take-off and initial climb, if less than 10 km,
Derived from:
Reference:
b) significant meteorological conditions in the take-off and climb-out area, except when it is
known that the information has already been received by the aircraft.
Derived from:
Reference:
Note(21): Significant meteorological conditions in this context include the occurrence or

expected occurrence of cumulonimbus or thunderstorm, moderate or severe
turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing
precipitation, severe mountain waves, sand storm, dust storm, blowing snow,
tornado or waterspout in the take-off and climb-out area.

Status: Approved
Page 50 of 95
Derived from:
Reference:
15.6.5 Information After Take-off

-
15.6.5
Derived from:
Derived from:
Reference:
15.6.6 Information for Arriving Aircraft

-
15.6.6
15.6.6.1 As early as practicable after an aircraft has established communication with the unit providing
approach control service, the following elements of information, in the order listed, shall be
transmitted to the aircraft, with the exception of such elements which it is known the aircraft
has already received:
Derived from:
Reference:
a) type of approach and runway-in-use;

Derived from:
Reference:
b) meteorological information, as follows:

Derived from:
Reference:
1) surface wind direction and speed, including significant variations;

Derived from:
Reference:
2) visibility and, when applicable, runway visual range (RVR);


Status: Approved
Page 51 of 95
Derived from:
Reference:
3) present weather;
Derived from:
Reference:
4) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude,
whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when
available;
Derived from:
Reference:
5) air temperature;
Derived from:
Reference:
6) dew point temperature;

Derived from:
Reference:
7) altimeter setting(s);
Derived from:
Reference:
8) any available information on significant meteorological phenomena in the approach

area; and
Derived from:
Reference:
9) trend-type landing forecast, when available.

Derived from:
Reference:
Note(23): The meteorological information listed above is identical to that required in ATIS
broadcasts for arriving aircraft as specified in Annex 11, 4.3.7 j) to r) and is to be
extracted from local meteorological routine and special reports, in accordance with
ICAO Doc 4444 Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.9.
Derived from:
Source Paragraph: 6.6.1.b.Note
Reference:
c) current runway surface conditions, in case of precipitants or other temporary hazards;

Derived from:

Status: Approved
Page 52 of 95
Reference:
d) changes in the operational status of visual and non-visual aids essential for approach and
landing.
Derived from:
Reference:
Note(24): Since the information which shall be forwarded to aircraft is a block of specified
elements in a given order prescribed by ICAO also other than meteorological
information is contained in the listing.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444, 6.6.1; DN ATMM 33/04; Protokoll zu DN ATMM 33/04 und 34/04;
15.6.6.2 It should be recognized that information published by NOTAM or disseminated by other means
may not have been received by the aircraft prior to departure or during enroute flight.
Derived from:
Reference:
15.6.7 Information Prior to Entering the Traffic Circuit or Commencing the

-
15.6.7
Approach to Land
15.6.7.1 Prior to entering the traffic circuit or commencing its approach to land, an aircraft shall be
provided with the following elements of information, in the order listed, with the exception of
such elements which is known the aircraft has already received:
Derived from:
Reference:

Derived from:
Reference:
Derived from:
Reference:
arrangements or, if so requested by the aircraft, the QFE altimeter setting.
Derived from:
Reference:
Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.9.

Status: Approved
Page 53 of 95
Derived from:
Reference:
15.6.8 Information at Commencement of Final Approach

-
15.6.8
15.6.8.1 At the commencement of final approach, the following information shall be transmitted to
aircraft:
Derived from:
Reference:
a) significant changes in the mean surface wind direction and speed;

Derived from:
Reference:
Note(26): Significant changes are specified in Annex 3, Chapter 4. However, if the controller
possesses wind information in the form of components, the significant changes
are:
w Mean head-wind component: 19 km/h (10 kt)
w Mean tail-wind component: 4 km/h (2 kt)
w Mean cross-wind component: 9 km/h (5 kt)
Derived from:
Reference:
b) the latest information, if any, on wind shear and/or turbulence in the final approach area;
Derived from:
Reference:
c) the current visibility representative of the direction of approach and landing or, when
provided, the current runway visual range value(s) and the trend.
Derived from:
Reference:
15.6.9 Information during Final Approach

-
15.6.9
15.6.9.1 During final approach, the following information shall be transmitted without delay:
Derived from:
Reference:
a) the sudden occurrence of hazards (e.g. unauthorized traffic on the runway);

Derived from:
Reference:

Status: Approved
Page 54 of 95
b) significant variations in the current surface wind, expressed in terms of minimum and
maximum values;
Derived from:
Reference:
c) significant changes in runway surface conditions;

Derived from:
Reference:
d) changes in the operational status of required visual or non-visual aids;

Derived from:
Reference:
e) changes in observed RVR value(s), in accordance with the reported scale in use, or
changes in the visibility representative of the direction of approach and landing.
Derived from:
Reference:
Note(27): Since the information which shall be forwarded to aircraft is a block of specified
elements in a given order prescribed by ICAO also other than meteorological
information is contained in the listing.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444, 6.6.5; DN ATMM 33/04; Protokoll zu DN ATMM 33/04 und 34/04;
15.6.10 Information Regarding Adverse Weather

-
15.6.10
15.6.10.1 Information that an aircraft appears likely to penetrate an area of adverse weather should be
issued in sufficient time to permit the pilot to decide on an appropriate course of action, including
that of requesting advice on how best to circumnavigate the adverse weather area, if so desired.
Derived from:
Reference:
Note(28): The term "information regarding areas of adverse weather" does not relate only
to weather radar derived information, but also to any other source of information
which might be available (e.g. reports or tower observations).
Derived from:
Source Paragraph:
Reference:
15.6.10.2 Depending on the capabilities of the radar system, areas of adverse weather may not be
presented on the radar display. An aircraft's weather radar will normally provide better detection
and definition of adverse weather than radar sensors in use by ATS.
Derived from:
Reference:

Status: Approved
Page 55 of 95
15.6.10.3 Information to a pilot changing from IFR flight to VFR flight where it is likely that flight in VMC
cannot be maintained shall be given in the following manner:
Derived from:
Reference:
"INSTRUMENT METEOROLOGICAL CONDITIONS REPORTED (or forecast) IN THE

VICINITY OF (location)".
Derived from:
Reference:
15.6.11 Transmission of SIGMET, AIRMET and Special AIREP

-
15.6.11
15.6.11.1 SIGMET information shall be transmitted to aircraft with the least possible delay on the initiative
of the appropriate ATS unit, by the preferred method of directed transmission followed by
acknowledgement, or by a general call when the number of aircraft would render the preferred
method impracticable and shall cover the portion of the route up to one hour's flying time ahead
of the aircraft.
Derived from:
Reference: ICAO DOC 4444, 9.1.3.2; ICAO DOC 4444, 9.1.3.2.2; ICAO DOC 7030 EUR/RAC 12.3.1;
15.6.11.2 AIRMET information shall be disseminated to aircraft likely to be affected on ground initiative
by one or more of the means specified in 12.4.1.1 or 15.6.2 and shall cover a portion of the
route up to one hour's flying time ahead of the aircraft.
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 9.1.3.2.1; ICAO DOC 4444 9.1.3.2.2; ICAO DOC 4444 9.1.3.1.1; ICAO DOC 7030 EUR/RAC
12.2.1; ICAO DOC 7030 EUR/RAC 12.3.1;
15.6.11.3 Special air-reports shall be transmitted on ground initiative with the least possible delay by one
or more of the means specified in 12.4.1.1 or 15.6.2 to aircraft likely to be affected and shall
cover the portion of the route up to one hour's flying time ahead of the aircraft.
Derived from:
Reference: ICAO Annex 11, 4.2.3; ICAO DOC 4444, 9.1.3.2.2; ICAO DOC 4444, 9.1.3.2.1; Lokalisierte Komponente zu ICAO
DOC 7030 EUR/RAC 12.2.1;
15.6.12 Transmission of Amended Aerodrome Forecasts

-
15.6.12
15.6.12.1 Special reports in the SPECI code form and amended TAF shall be transmitted on request and
supplemented by:
Derived from:
Reference:
a) directed transmission from the appropriate air traffic services unit of selected special
reports and amended TAF for the departure, destination and its alternate aerodromes, as
listed in the flight plan; or

Status: Approved
Page 56 of 95
Derived from:
Reference:
b) a general call on appropriate frequencies for the unacknowledged transmission to affected

aircraft of selected special reports and amended TAF; or
Derived from:
Reference:
c) continuous or frequent broadcast or the use of data link to make available current
aerodrome reports and forecasts. VOLMET broadcasts and/or D-VOLMET should be
used to serve this purpose (see ICAO Annex 11, 4.4)
Derived from:
15.6.12.2 Amended aerodrome forecasts shall be passed to aircraft within 60 minutes from the
aerodrome of destination, unless the information was made available through other means.
Derived from:
Reference: ICAO DOC 4444, 9.1.3.5.2; ICAO DOC 4444, 9.1.3.5.1;
15.6.13 Transmission of Information Concerning Volcanic Activity

-
15.6.13
15.6.13.1 Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash
clouds shall be disseminated to aircraft by one or more of the means specified in 12.4.1.1
and 15.6.2 .
Derived from:
15.6.14 Transmission of Information Concerning Radioactive Materials and Toxic

-
15.6.14
Chemical Clouds
15.6.14.1 Information on the release into the atmosphere of radioactive materials or toxic chemicals which
could affect airspace within the area of responsibility of the ATS unit shall be transmitted to
aircraft by one or more of the means specified in 12.4.1.1 and 15.6.2 .
Derived from:
Reference:

Status: Approved
Page 57 of 95
.15.7 - ATS OBSERVATION OF METEOROLOGICAL CONDITIONS
15.7 ATS Observation of Meteorological Conditions
-
15.7
15.7.1 Observing and Reporting of Meteorological Information by ATS Units
-
15.7.1
15.7.1.1 Aerodrome control towers and approach control offices that are in a position to make visual
observations shall observe and forward to the aircraft concerned information on meteorological
phenomena of operational significance which would update or amplify the information supplied
to them by meteorological offices and stations. This applies to significant weather changes in
the approach-, take-off and/or climb-out area that are not already included in the current
meteorological information provided and relating to:
Derived from:
Source Paragraph:
w surface wind direction or speed,

w visibility,
w RVR,
w air temperature,
w thunderstorm,
w cumulonimbus,
w moderate or severe turbulence,
w wind shear,
w hail,
w moderate or severe icing,
w severe squall line,
w freezing precipitation,
w severe mountain waves,
w dust- or sand storm, or
w blowing snow
Derived from:
Source Paragraph:
Reference: ICAO DOC 4444 6.4.1; ICAO DOC 9377 4.1;
15.7.1.2 Observation of meteorological phenomena shall only be carried out by personnel that has been
trained accordingly. Details on the training required shall be based on the specification by WMO
according to the provisions of ICAO Annex 1 and shall be laid down in local instructions and
reflected in an letter of agreement between divisions ATM and ME.
Derived from:
Source Paragraph:
Reference: ICAO DOC 9377 4.1.2 Note 1; ICAO Annex 1 4.4.1.1 Note;
15.7.1.3 When meteorological information observed by ATS personnel is forwarded to aircraft and
meteorological offices this information shall be announced by the phrase "ATS
OBSERVATION" to clearly indicate the source of the information.
Derived from:
Source Paragraph:
Reference:

Status: Approved
Page 58 of 95
.15.8 - AIRCRAFT OBSERVATIONS AND REPORTS (AIR-REPORTS)
15.8 Aircraft Observations and Reports (Air-Reports)
-
15.8
15.8.1 Responsibilities in Air-Reporting
-
15.8.1
15.8.1.1 Aircraft flying in european airspace are obliged to make the following reports:
Derived from:
Reference: ICAO Doc 7030 Part 4;
a) Special air-reports whenever specified meteorological conditions (see 15.8.2.3 ) are

encountered or observed; and
Derived from:
Source Paragraph:
b) Non-routine air-reports whenever meteorological conditions are encountered that are not
on the list of criteria for special air-reports (see 15.8.2.3 ) and which, in the opinion of the
pilot-in-command, may affect the safety or markedly affect the efficiency of other aircraft
operations (e.g. wind shear).
Derived from:
Source Paragraph:
Reference: ICAO DOC 9377 4.2.22 1. Satz; ICAO Annex 3 5.6;
15.8.1.2 On receipt of an air-report by an ATS unit, the ATS unit shall:

Derived from:
Source Paragraph:
Reference: ICAO Annex 3 5.8, 5.8 a);
a) relay the report without delay to their associated meteorological office,

Derived from:
Source Paragraph:
Note(29): The associated meteorological office for ACC/FIC is the meteorological watch
office Wien.
Derived from:
Source Paragraph:
b) forward the report to adjacent ATS units as necessary, and

Derived from:
Source Paragraph:
c) ensure that the air-report is passed on to all aircraft concerned without delay.
Derived from:
Source Paragraph:
15.8.1.3 When forwarding an air-report the ATS unit concerned shall add the reporting aircraft's type
and wake turbulence category instead of the callsign.

Status: Approved
Page 59 of 95
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 5.9.1, 5.9.1 a); DN ATMM 29/04; DN ATMM 33/04; Protokoll zu DN ATMM 33/04 und 34/04;
15.8.1.4 Air-reports shall be treated as the equivalent of SIGMETs until such time that a corresponding
SIGMET message, Special AIREP message or PIREP message, superseding the original air-
report, is received.
Derived from:
Reference:
Derived from:
Reference:
15.8.1.6 On receipt of special air-reports, the MWO has two options:

Derived from:
Reference:
a) to issue corresponding SIGMET information; or

Derived from:
Reference:
b) to decide that the issuance of SIGMET information is not warranted and to so inform the
originating ATS unit (e.g. the phenomenon concerned is of a transient nature).
Derived from:
Reference:
In the former case, no further distribution of the underlying air-report is required; in the latter
case, the MWO has to disseminate the special air-report in the same way as a SIGMET
message to ensure that recipients, including the ATS units concerned, are aware that the
phenomenon has been reported by an aircraft.
Derived from:
Source Paragraph: 4.2.17 Text
Reference:
15.8.2 Content of Special Air-Reports

-
15.8.2
15.8.2.1 When voice communications are used, special air-reports shall contain the following elements:
Derived from:
Reference:
Message type designator


Status: Approved
Page 60 of 95
Derived from:
Reference:
Section 1.- Position information

Derived from:
Reference:
1) aircraft identification
Derived from:
Reference:
2) position
Derived from:
Reference:
3) time
Derived from:
Reference:
4) flight level or altitude

Derived from:
Reference:
Section 3.- Meteorological information

Derived from:
Reference:
Condition prompting the issuance of the special air-report, to be selected from the list presented
under 12.8.2.1 or 15.8.2.3 .
Derived from:
Reference:
15.8.2.2 When air-ground data link is used, special air-reports shall contain the following elements:
Derived from:
Reference:
message type designator

aircraft identification
Derived from:
Source Paragraph: 4.12.3.2 Block1
Reference:

Status: Approved
Page 61 of 95
Data block 1:
Derived from:
Reference:
latitude
longitude
pressure-altitude
time
Derived from:
Source Paragraph: 4.12.3.2 Block 2
Reference:
Data block 2:
Derived from:
Reference:
wind direction
wind speed
temperature
turbulence (if available)
humidity (if available)
Derived from:
Reference:
Data block 3:
Derived from:
Reference:
Condition prompting the issuance of the special air-report; to be selected from the list presented
under 12.8.2.1 or 15.8.2.3 .
Derived from:
Reference:
15.8.2.3 Special air-reports shall be made by all aircraft whenever the following conditions are
encountered or observed:
Derived from:
Reference:
a) severe turbulence; or
Derived from:
Reference:
b) severe icing; or

Status: Approved
Page 62 of 95
Derived from:
Reference:
c) severe mountain wave; or

Derived from:
Reference:
d) thunderstorms, without hail that are obscured, embedded, widespread or in squall-lines;

or
Derived from:
Reference:
e) thunderstorms, with hail that are obscured, embedded, widespread or in squall-lines; or

Derived from:
Reference:
f) heavy dust storm or heavy sandstorm; or

Derived from:
Reference:
g) volcanic ash cloud; or

Derived from:
Reference:
h) pre-eruption volcanic activity or a volcanic eruption.

Derived from:
Reference:
Note(30): Pre-eruption volcanic activity in this context means unusual and/or increasing
volcanic activity which could presage a volcanic eruption.
Derived from:
Source Paragraph: 4.12.3.1 h) Note
Reference:
In addition, in the case of transonic and supersonic flight:

Derived from:
Source Paragraph: 4.12.3.1 text
Reference:
i) moderate turbulence; or
Derived from:
Reference:
j) hail; or

Status: Approved
Page 63 of 95
Derived from:
Reference:
k) cumulonimbus clouds.
Derived from:
Source Paragraph: 4.12.3.1. k)
Reference:

Status: Approved
Page 64 of 95
.15.9 - BROADCAST SERVICES
15.9 Broadcast Services
-
15.9
15.9.1 Provisions for VOLMET Broadcasts
-
15.9.1
15.9.1.1 Continuous VOLMET broadcasts, normally on very high frequencies (VHF), shall contain
current reports in the METAR and SPECI code forms, together with trend forecasts where
available.
Derived from:
Reference:
15.9.1.2 D-VOLMET shall contain current reports in the METAR and SPECI code forms, together with
trend forecasts where available, aerodrome forecasts, SIGMET messages, special air-reports
not covered by a SIGMET and, where available, AIRMET.
Derived from:
Reference:
15.9.1.3 The reports to be included in the EUR VHF VOLMET broadcasts should contain the following
information in the order indicated:
Source: ICAO DOC 7754 Volume 2 FASID
Derived from:
Source Paragraph: V.II 13.
Reference:
a) name of the aerodrome;

Derived from:
Source Paragraph: V.II 13. a)
Reference:
b) time of the observation;

Derived from:
Source Paragraph: V.II 13. b)
Reference:
c) surface wind direction and speed;

Derived from:
Source Paragraph: V.II 13. d)
Reference:
d) visibility;
Derived from:
Source Paragraph: V.II 13. d)
Reference:
e) runway visual range, when available;

Derived from:
Source Paragraph: V.II 13. e)
Reference:
f) present weather;

Status: Approved
Page 65 of 95
Derived from:
Source Paragraph: V.II 13. f)
Reference:
g) cloud amount, type and height of base;

Derived from:
Source Paragraph: V.II 13. g)
Reference:
Note(31): The type of cloud needs to be reported only for cumulonimbus when it is observed
at or near the aerodrome.
Derived from:
Source Paragraph: V.II 13. g) Footnote
Reference:
h) air temperature and dew-point temperature;

Derived from:
Source Paragraph: V.II 13. h)
Reference:
i) QNH; and
Derived from:
Source Paragraph: V.II 13. i)
Reference:
j) supplementary meteorological information.

Derived from:
Source Paragraph: V.II 13. j)
Reference:
15.9.2 International VOLMET Wien - Austria

-
15.9.2
15.9.2.1 Properties of the international VOLMET Wien-Austria:
Derived from:
Source Paragraph:
Reference: ICAO DOC 7754 Vol. 2 V.II-ATS 2-5; AIP Austria GEN 3.5-19; DN ATMM 29/04;
1) Callsign/Identification: International VOLMET Wien - Austria

Derived from:
Source Paragraph:
2) Frequency: 126.000 MHz

Derived from:
Source Paragraph:
3) Broadcast period:
Derived from:
Source Paragraph:

Status: Approved
Page 66 of 95
a) actual weather reports of Wien, Bratislava, Budapest, Zagreb, München: H24, and
Derived from:
Source Paragraph:
b) actual weather reports of Linz, Salzburg, Graz, Klagenfurt: 0250-2250 UTC

(0150-2150 UTC during austrian daylight saving time)
Derived from:
Source Paragraph:
4) Content of the broadcast:

w METAR Wien
w METAR Linz
w METAR Salzburg
w METAR Graz
w METAR Klagenfurt
w METAR Bratislava
w METAR Budapest
w METAR Zagreb
w METAR München
Derived from:
Source Paragraph:
Reference: ICAO DOC 7754 Vol. 2 V.II-ATS 2-5; AIP Austria GEN 3.5-19 (2002); DN ATMM 29/04;
15.9.3 National VOLMET Wien - Austria

-
15.9.3
15.9.3.1 Properties of the national VOLMET Wien-Austria:
Derived from:
Source Paragraph:
Reference: AIP Austria GEN 3.5-20; DN ATMM 29/04;
1) Callsign/Identification: National VOLMET Wien - Austria

Derived from:
Source Paragraph:
2) Frequency: 122,55 MHz

Derived from:
Source Paragraph:
3) Broadcast period: 0600-1900 UTC (0500-1900 UTC during austrian daylight saving time)
Derived from:
Source Paragraph:

Derived from:

Status: Approved
Page 67 of 95
Source Paragraph:
a) actual weather reports:

w METAR Wr. Neustadt,
w METAR Wr. Neustadt/Ost
w METAR Vöslau
w METAR Semmering/Stuhleck
w METAR Neulengbach
w METAR Tulln
w METAR St. Pölten
w METAR Krems
w METAR Allentsteig
w METAR Haag
w METAR Freistadt/Flugplatz
w METAR Mariazell
w METAR Pyhrnpaß
w METAR Schoberstein
w METAR Schoberpaß
w METAR Übelbach
w METAR Kapfenberg
w METAR Güssing
Derived from:
Source Paragraph:
b) meteorological warning messages:

w SIGMET for Wien FIR below FL 240
w AIRMET
w Special AIREP
w Significant PIREP for Eastern Austria
Derived from:
Source Paragraph:
Reference: AIP Austria GEN 3.5-20 (2002); DN ATMM 29/04;
15.9.4 National VOLMET Innsbruck - Austria

-
15.9.4
15.9.4.1 Properties of the national VOLMET Innsbruck -Austria:
Derived from:
Source Paragraph:
1) Callsign/Identification: National VOLMET Innsbruck - Austria

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
3) Broadcast period:

Status: Approved
Page 68 of 95
Derived from:
Source Paragraph:
a) actual weather reports Innsbruck, Salzburg, Klagenfurt, Linz: 0250-2250 UTC

(0150-2150 UTC during austrian daylight saving time),
Derived from:
Source Paragraph:
b) actual weather reports München, Zürich, Altenrhein, Friedrichshafen, Hohenems,

Alpe Rauz, Patscherkofel, Gerlos, Kufstein, Zell am See, Bolzano/Bozen: H24, and
Derived from:
Source Paragraph:
c) meteorological warning messages: H24

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
a) actual weather reports of:

w Innsbruck
w Salzburg
w Klagenfurt
w Linz
w München
w Zürich
w Altenrhein
w Friedrichshafen
w Hohenems
w Alpe Rauz
w Patscherkofel
w Gerlos
w Kufstein
w Zell am See
w Bolzano/Bozen
Derived from:
Source Paragraph:

w SIGMET valid below FL 240 for Wien FIR, München FIR, Zürich FIR,
w AIRMET
w Special AIREP
w Significant PIREP for Western Austria
Derived from:
Source Paragraph:

Status: Approved
Page 69 of 95
15.9.5 National VOLMET Klagenfurt - Austria
-
15.9.5
15.9.5.1 Properties of the national VOLMET Klagenfurt -Austria:
Derived from:
Source Paragraph:
1) Callsign/Identification: National VOLMET Klagenfurt - Austria

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
3) Broadcast period: H24

Derived from:
Source Paragraph:

Derived from:
Source Paragraph:
a) actual weather reports of:

w Klagenfurt
w Graz
w Zell am See
w Felbertauern
w Lavant bei Lienz
w Spittal / Drau
w Neumarkter Sattel
w Sonnblick
w Materndorf
w Schoberpaß
w Zeltweg
w Aigen / Ennstal
Derived from:
Source Paragraph:

w SIGMET valid below FL 240 for Wien FIR
w AIRMET
w Special AIREP
w Significant PIREP for Southern Austria
Derived from:
Source Paragraph:

Status: Approved
Page 70 of 95
15.9.6 Broadcasts of Meteorological Warning Messages
-
15.9.6
15.9.6.1 SIGMET and AIRMET messages are broadcasted during their respective period of validity via
the voice channels of the VORs:
w Fischamend (FMD),
w Graz (GRZ),
w Klagenfurt (KFT),
w Linz (LNZ), and
w Salzburg (SBG).
Derived from:
Source Paragraph:

Status: Approved
Page 71 of 95
.15.10 - DECODING OF METEOROLOGICAL INFORMATION
15.10 Decoding of Meteorological Information
-
15.10
15.10.1 Phraseology
-
15.10.1
15.10.1.1 "Decoding" in the context of this chapter is to be understood for interpretation purposes only.
For correct radiotelephony phraseology to be used in transmitting meteorological information
see chapter 2 . The relevant valid radiotelephony procedures shall be used as published.
Derived from:
Source Paragraph:
15.10.2 Alphabetic Register of Abbreviations and Acronyms

-
15.10.2
15.10.2.1 The tables in this section show, in alphabetic order, the abbreviations, acronyms and coded
indicators used in meteorological messages and information.
Derived from:
Source Paragraph:
Tab. 15-1 Meteorological Abbreviations and Acronyms - A
Code Meaning
(AAB, AAC ... etc.) Designator for an amended meteorological

AAA
message
ABV Above
AC Altocumulus
AIREP Air-report
Information concerning en-route weather phenomena which

AIRMET
may affect the safety of low-level aircraft operations
ALT Altitude
"Amend" or "amended" - to indicate an amended

AMD
meteorological message
APCH Approach
ARFOR Area forecast
AS Altostratus
A special series NOTAM notifying a pre-eruption or post-

ASHTAM eruption change in activity of a volcano, a volcanic eruption
and/or volcanic ash cloud of operational significance
At (followed by the time at which a weather change is forecast

AT . . .
to occur)
Derived from:
Source Paragraph:
Reference: ICAO DOC 8400; ICAO DOC 8896 Appendix M;

Status: Approved
Page 72 of 95
Tab. 15-2 Meteorological Abbreviations and Acronyms - B
Code Meaning
BC . . . Patches
BCFG Fog patches (fog patches randomly covering the aerodrome)
BECMG Becoming
BKN Broken
BL . . . Blowing (followed by DU, SA, SN)
BLW Below
BR Mist
BTN Between
Derived from:
Source Paragraph:
Tab. 15-3 Meteorological Abbreviations and Acronyms - C
Code Meaning
C Degrees Celsius
CALM Calm
CAT Clear air turbulence
Visibility, cloud and present weather better than prescribed

CAVOK
values or conditions (see 15.10.5 )
CB Cumulonimbus
CC Cirrocumulus
(AAB, AAC ... etc.) Designator for a corrected meteorological

CCA
message
CI Cirrus
CLD Cloud
COR "Correct" or "correction"
CS Cirrostratus
CU Cumulus
Derived from:
Source Paragraph:

Status: Approved
Page 73 of 95
Tab. 15-4 Meteorological Abbreviations and Acronyms - D
Code Meaning
D Downward tendency (RVR)
DEG Degrees
DIF Diffuse
DP Dew point temperature
DR . . . Low drifting (followed by DU, SA, SN)
DS Duststorm
DU Dust
DZ Drizzle
Derived from:
Source Paragraph:
Tab. 15-5 Meteorological Abbreviations and Acronyms - E
Code Meaning
Embedded in a layer (to indicate cumulonimbus embedded in

EMBD
layers of other clouds)
END Stop-end (last third of the runway)
Derived from:
Source Paragraph:
Tab. 15-6 Meteorological Abbreviations and Acronyms - F
Code Meaning
Light (used to indicate the intensity of weather phenomena,

FBL
e.g. FBL RA = light rain)
FC Funnel cloud (tornado or water spout)
FCST Forecast
FEW Few
FG Fog
FIR Flight information region
FL Flight level
FLUC "Fluctuating" or "fluctuation" or "fluctuated"

Status: Approved
Page 74 of 95
Code Meaning
From (followed by the time when the weather change is

FM . . .
forecast to begin)
FRONT Front
FT Feet
FZ Freezing
FZDZ Freezing drizzle
FZFG Freezing fog
FZRA Freezing rain
Derived from:
Source Paragraph:
Tab. 15-7 Meteorological Abbreviations and Acronyms - G
Code Meaning
GAMET Area forecast for low-level flights
GR Hail
Processed meteorological data in the form of grid point values

GRIB
expressed in binary form
GS Small hail and/or snow pellets
Derived from:
Source Paragraph:
Tab. 15-8 Meteorological Abbreviations and Acronyms - H
Code Meaning
HPA Hectopascal
HR Hours
HURCN Hurricane
Heavy (used to indicate the intensity of weather phenomena,

HVY
e.g. HVY RA = heavy rain)
HZ Haze
Derived from:
Source Paragraph:

Status: Approved
Page 75 of 95
Tab. 15-9 Meteorological Abbreviations and Acronyms - I
Code Meaning
Ice crystals (very small ice crystals in suspension, also known

IC
as diamond dust)
ICE Icing
INC In cloud
INTSF "Intensify" or "intensifying"
ISOL Isolated
Derived from:
Source Paragraph:
Tab. 15-10 Meteorological Abbreviations and Acronyms - K
Code Meaning
KM Kilometres
KMH Kilometres per hour
KT Knots
Derived from:
Source Paragraph:
Tab. 15-11 Meteorological Abbreviations and Acronyms - L
Code Meaning
LAT Latitude
LOC "Local" or "locally" or "location" or "located"
LONG Longitude
LYR "Layer" or "layered"
Derived from:
Source Paragraph:
Tab. 15-12 Meteorological Abbreviations and Acronyms - M
Code Meaning
M Metres
MAX Maximum

Status: Approved
Page 76 of 95
Code Meaning
MBST Microburst
MET "Meteorological" or "meteorology"
METAR Aviation routine weather report
MI Shallow (less than 2 m above ground level, followed by FG)
MID Mid-point (2nd third of the runway)
MIFG Shallow fog
MNM Minimum
Moderate (used to indicate the intensity of weather

MOD
phenomena, e.g. MOD RA = moderate rain)
MOV "Move" or "moving" or "movement"
MS Minus
MSL Mean sea level
MT Mountain
MTW Mountain waves
MWO Meteorological watch office
Derived from:
Source Paragraph:
Tab. 15-13 Meteorological Abbreviations and Acronyms - N
Code Meaning
N "North" or "northern latitude"
N No distinct tendency (RVR)
NC No change
NE North-east
NIL "None"
NM Nautical miles
NOSIG No significant change (used in trend-type landing forecasts)
NS Nimbostratus
NSC No significant clouds
NSW No significant weather

Status: Approved
Page 77 of 95
Code Meaning
NW North-west
Derived from:
Source Paragraph:
Tab. 15-14 Abbreviations and Acronyms in Meteorological Information - O
Code Meaning
OBS "Observe" or "observed" or "observation"
OBSC "Obscure" or "obscured" or "obscuring"
OCNL "Occasional" or "occasionally"
OPMET Operational meteorological (information)
Outlook (used in SIGMET messages for volcanic ash and

OTLK
tropical cyclones)
OVC Overcast
Derived from:
Source Paragraph:
Tab. 15-15 Abbreviations and Acronyms in Meteorological Information - P
Code Meaning
PE Ice pellets
PO Dust/sand whirls (dust devils)
Partial (a substantial part of the aerodrome while the remainder

PR
is clear, followed by FG)
PRFG Aerodrome partially covered by fog
PROB Probability
PS Plus
Derived from:
Source Paragraph:
Tab. 15-16 Abbreviations and Acronyms in Meteorological Information - Q
Code Meaning
Atmospheric pressure at aerodrome elevation (or at runway

QFE
threshold)

Status: Approved
Page 78 of 95
Code Meaning
Altimeter sub-scale setting to obtain elevation when on the

QNH
ground
Derived from:
Source Paragraph:
Tab. 15-17 Abbreviations and Acronyms in Meteorological Information - R
Code Meaning
RA Rain
RAFC Regional area forecast centre
RAG Ragged
Recent (used to qualify weather phenomena, e.g. RERA =

RE . . .
recent rain)
RNAV
RRA (RRB, RRC ...) Indicator for a delayed meteorological message
RTD Delayed (used to indicate delayed meteorological message)
RVR Runway visual range
RWY Runway
Derived from:
Source Paragraph:
Tab. 15-18 Abbreviations and Acronyms in Meteorological Information - S
Code Meaning
S "South" or "southern latitude"
SA Sand
SC Stratocumulus
SCT Scattered
SEV Severe (used e.g. to qualify icing and turbulence)
SFC Surface
SG Snow grains
Showers (followed by RA, SN, PE, GR, GS or combinations

SH . . .
thereof, e.g. SHRASN = showers of rain and snow)
Information concerning en-route weather phenomena which

SIGMET
may affect the safety of aircraft operations

Status: Approved
Page 79 of 95
Code Meaning
SIGWX Significant weather
SKC Sky clear
SN Snow
Aviation selected special weather report (in aeronautical

SPECI
meteorological code)
SPECIAL Special meteorological report (in abbreviated plain language)
SQ Squall
SQL Squall line
SS Sandstorm
SST Supersonic transport
ST Stratus
STNR Stationary
SW South-west
SYNOP Report of surface observation from a fixed land station
Derived from:
Source Paragraph:
Tab. 15-19 Abbreviations and Acronyms in Meteorological Information - T
Code Meaning
T Temperature
TAF Aerodrome forecast
TC Tropical cyclone
TCU Towering cumulus
TDO Tornado
TEMPO "Temporary" or "temporarily"
TREND Trend forecast
Till (followed by the time by which the weather change is

TL . . .
forecast to end)
TO To ... (place)
TOPS Cloud tops

Status: Approved
Page 80 of 95
Code Meaning
Thunderstorm ( in aerodrome reports and forecasts, TS used

TS alone means thunder heard but no precipitation at the
aerodrome)
Thunderstorm (followed by RA, SN, PE, GR, GS or

TS . . . combinations thereof, e.g. TSRASN = thunderstorm with rain
and snow)
TURB Turbulence
Derived from:
Source Paragraph:
Tab. 15-20 Abbreviations and Acronyms in Meteorological Information - U
Code Meaning
U Upward tendency (RVR)
Derived from:
Source Paragraph:
Tab. 15-21 Abbreviations and Acronyms in Meteorological Information - V
Code Meaning
VA Volcanic ash
VC Vicinity of the aerodrome
VER Vertical
VIS Visibility
VOLMET Meteorological information for aircraft in flight
VRB Variable
VV Vertical visibility
Derived from:
Source Paragraph:
Tab. 15-22 Abbreviations and Acronyms in Meteorological Information - W
Code Meaning
W "West" or "western longitude"
WI Within

Status: Approved
Page 81 of 95
Code Meaning
WKN "Weaken" or "weakening"
WRNG Warning
WS Wind shear
WSPD Wind speed
WX Weather
Derived from:
Source Paragraph:
Tab. 15-23 Abbreviations and Acronyms in Meteorological Information - Z
Code Meaning
Coordinated Universal Time (Indicator in meteorological

Z
messages)
Derived from:
Source Paragraph:
15.10.2.2 "Decoding" in the context of this chapter is to be understood for interpretation purposes only.
For correct radiotelephony phraseology to be used in transmitting meteorological information
see chapter 2 . The relevant valid radiotelephony procedures shall be used as published.
Derived from:
Source Paragraph:
15.10.3 Decoding of SIGMET and AIRMET Information

-
15.10.3
15.10.3.1 The tables in this section decode the abbreviated plain language terms used in SIGMET and
AIRMET messages:
Derived from:
Source Paragraph:
Reference:
Tab. 15-24 Decoding - SIGMET Messages
Abbreviation in SIGMET
Description
Messages
EMBD TS embedded thunderstorm
EMBD TS HVYGR embedded thunderstorm with heavy hail
FCST forecast

Status: Approved
Page 82 of 95
Abbreviation in SIGMET
Description
Messages
frequent cumulonimbus (only in SIGMET for

FRQ CB
transonic and supersonic cruising levels)
FRQ TS frequent thunderstorm
FRQ TS HVYGR frequent thunderstorm with heavy hail
hail (only in SIGMET for transonic and supersonic

GR
cruising levels)
HVY DS heavy duststorm
HVY SS heavy sandstorm
INTSF intensifying
isolated cumulonimbus (only in SIGMET for

ISOL CB
moderate turbulence (only in SIGMET for transonic

MOD TURB
and supersonic cruising levels)
MOV moving
NC no change
OBS observed
OBSC TS obscured thunderstorm
OBSC TS HVYGR obscured thunderstorm with heavy hail
occasional cumulonimbus (only in SIGMET for

OCNL CB
SEV ICE severe icing
SEV ICE (FZRA) severe icing due to freezing rain
SEV MTW severe mountain wave
SEV TURB severe turbulence
SQL TS squall line
SQL TS HVYGR squall line with heavy hail
Identifier for SIGMET information for transonic and

SST
supersonic cruising levels
STNR stationary
tropical cyclone with mean surface wind speed of

TC (+cyclone name)
34kt or more
VA (+volcano name, if
volcanic ash
known)
WKN weakening

Status: Approved
Page 83 of 95
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 Appendix 6 1.1; ICAO DOC 8896 4.2;
Tab. 15-25 Decoding - AIRMET Messages
Abbreviation in AIRMET
Description
Messages
clouds broken (widespread areas of cloud broken

BKN CLD (+height of base
with height of base less than 1000 ft above ground
and units)
level)
FCST forecast
FRQ CB frequent cumulonimbus
INTSF intensifying
ISOL CB isolated cumulonimbus
ISOL TS isolated thunderstorm
ISOL TSGR isolated thunderstorm with hail
MOD ICE moderate icing
MOD MTW moderate mountain wave
MOD TURB moderate turbulence
MOV moving
MT OBSC mountains obscured
NC no change
OBS observed
OCNL CB occasional cumulonimbus
OCNL TS occasional thunderstorms
OCNL TSGR occasional thunderstorms with hail
clouds overcast (widespread areas of cloud

OVC CLD (+height of base
overcast with height of base less than 1000 ft above
and units)
ground level)
widespread areas affected by reduction of visibility

SFC VIS (+visibility)
to less than 5000 m
SFC WSPD (+wind speed

widespread mean surface wind speed above 30kt
and units)
STNR stationary
WKN weakening

Status: Approved
Page 84 of 95
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 Appendix 6 2.1; ICAO DOC 8896 4.2;
15.10.4 Present Weather Phenomena

-
15.10.4
15.10.4.1 The characteristics of the present weather phenomena are coded and decoded as shown in
the following table:
Derived from:
Source Paragraph:
Reference:
Tab. 15-26 Present Weather - Codes for Weather Characteristics
Code Decode (english) Decode (deutsch)
- Light Leicht
FBL Light Leicht
Moderate
Mäßig (ohne Symbol)
(no indication)
Moderate
MOD Mäßig (ohne Symbol)
(no indication)
+ Heavy Stark bzw. gut entwickelt
HVY Heavy Stark bzw. gut entwickelt
VC Vicinity in der Umgebung
MI Shallow Flach
BC Patches Schwaden
PR Partial Teilweise
DR Low drifting Fegend
BL Blowing Treibend
SH Shower Schauer
TS Thunderstorm Gewitter
FZ Freezing Gefrierend (unterkühlt)
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 Appendix 3 4.4.2.4, 4.4.2.5; BOF/W Band B Seite METAR 14 (1998);
Note(32): The qualifier "vicinity (VC)" is used for weather phenomena that are occurring not
at the aerodrome, but not further away than approximately 8 km from the
aerodrome perimeter.
Derived from:

Status: Approved
Page 85 of 95
Source Paragraph:
Reference: ICAO Annex 3 Appendix 3 4.4.2.5; BOF W/B MET-Report 25 (1997);
15.10.4.2 The types of present weather phenomena are coded and decoded as shown in the following
table:
Derived from:
Source Paragraph:
Reference:
Tab. 15-27 Present Weather - Codes for Present Weather Phenomena
Code Decode (english) Decode (deutsch)
DZ Drizzle Niesel
RA Rain Regen
SN Snow Schnee
SG Snow grains Schneegriesel
IC Ice crystals Eisnadeln
PL Ice pellets Eiskörner
GR Hail Hagel
GS Small hail and/or snow pellets Graupel (Frost- oder Reifgraupel)
BR Mist Feuchter Dunst
FG Fog Nebel
FU Smoke Rauch
VA Volcanic ash Vulkanasche
DU Dust Staub
SA Sand Sand
HZ Haze Trockener Dunst
PO Dust/sand whirls (dust devils) Sand- oder Staubwirbel
SQ Squall Böen
Funnel cloud (tornado or

FC Trichterwolke(n)
waterspout)
SS Sandstorm Sandsturm
DS Duststorm Staubsturm
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 Appendix 3 4.4.2.3; BOF/W Band B Seite METAR 14 (1998);

Status: Approved
Page 86 of 95
Derived from:
Source Paragraph:
15.10.5 CAVOK ("Clouds and Visibility o.K.")

-
15.10.5
15.10.5.1 When the following conditions occur simultaneously at the time of observation:
Derived from:
Reference:
a) visibility 10 km or more;
Derived from:
Source Paragraph: Appendix 3 2.2 a)
Reference:
b) no cloud below 5000 ft or below the highest minimum sector altitude, whichever is greater,
no cumulonimbus and no towering cumulus; and
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 Appendix 3 2.2.b); BOF W/B METAR 30 (2002);
c) no significant weather at or in the vicinity of the aerodrome;

Derived from:
Reference: ICAO Annex 3 Appendix 3 2.2 c); BOF W/B METAR 30 (2002);
information on visibility, runway visual range, present weather and cloud amount, type and
height shall be replaced in all meteorological reports by the term "CAVOK".
Derived from:
Source Paragraph: Appendix 3 2.2 Text
Reference:
Note(34): "Significant weather" in this context comprises: freezing precipitation, freezing fog,
moderate or heavy precipitation, low drifting or blowing sand, dust or snow, dust-
or sandstorm, thunderstorm, squall and funnel clouds.
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 Appendix 5 1.2.3, 2.2.4; ICAO Annex 3 6.3.10;
15.10.5.2 The highest minimum sector altitude as relevant for the use of the term "CAVOK" shall be laid
down in the letter of agreement ATM-ME and shall be quoted in the relevant local instructions.
Derived from:
Source Paragraph:
Reference: ICAO Annex 3 Appendix 3 2.2; BOF/W Band B Punkt CAVOK (METAR 30);

Status: Approved
Page 87 of 95
15.10.6 Decoding of Runway Reports
-
15.10.6
15.10.6.1 The runway designator is expressed as two digits corresponding to the runway designator, e.g.
09, 27, 35, etc. At locations where there are parallel runways, "left" runways are shown as
already expressed, e.g. 09, 27, 35, etc.; "right" runways are expressed by adding numerically
50 to these figures, e.g. 59, 77, 85, etc. For example, 27L is shown as 27; 27R is shown as 77.
The figure 88 is used to indicate "all runways".
Derived from:
Source Paragraph: ICAO DOC 7754 Volume 2 Part III Attachment A 8.a
Reference:
Tab. 15-28 Runway Report - Runway Designator
Designator Runway
01 01
18 18
..
01 01L
18 18L
..
51 01R
68 18R
..
88 all runways
Derived from:
Source Paragraph:
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 8.a;
Note(35): The information to be included in runway state messages should be for the main
instrument runway or runway(s) in use. When parallel runways are in use,
information on both runways should be included or, where this is not possible, the
information given should not alternate between the two runways, but should be
given for the runway with the best surface conditions.
Derived from:
Source Paragraph: III. Attachment A 8.a Note 2
Reference:
15.10.6.2 Runway deposits are expressed as a single digit as follows:

Derived from:
Source Paragraph: ICAO DOC 7754 Volume 2 Part III Attachment A 8.b
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 8.b;

Status: Approved
Page 88 of 95
Tab. 15-29 Runway Report - Runway Deposits
Designator Runway Deposit
0 Clear and dry
1 Damp
2 Wet or water patches
3 Rime or frost covered (depth normally less than 1 mm)
4 Dry snow
5 Wet snow
6 Slush
7 Ice
8 Compacted or rolled snow
9 Frozen ruts or ridges
Type of deposit not reported (e.g. due to runway clearance in

/
progress)
Derived from:
Source Paragraph: Part III Attachment A 8. b) Table
Reference:
15.10.6.3 The extent of runway contamination is expressed as a single digit in accordance with the
following scale:
Derived from:
Source Paragraph: ICAO DOC 7754 Volume 2 Part III Attachment A 8.c
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 8.c;
Tab. 15-30 Runway Report - Extent of Runway Contamination
Designator Extent of Runway Contamination
1 less than 10 per cent of runway contaminated (covered)
2 11 per cent to 25 per cent of runway contaminated (covered)
5 26 per cent to 50 per cent of runway contaminated (covered)
9 51 per cent to 100 percent of runway contaminated (coverd)
/ not reported (e.g. due to runway clearance in progress).
Derived from:
Source Paragraph: Part III Attachment A 8. c) Table
Reference:
15.10.6.4 The depth of deposit is denoted by two digits in accordance with the following scale:

Status: Approved
Page 89 of 95
Derived from:
Source Paragraph: ICAO DOC 7754 Volume 2 Part III Attachment A 8.d
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 8.d;
Tab. 15-31 Runway Report - Depth of Deposit
Designator Depth of Deposit
00 less than 1 mm
01 1 mm
02 2 mm
...
10 10 mm
15 15 mm
20 20 mm
...
90 90 mm
thereafter:
92 10 cm
93 15 cm
94 20 cm
95 25 cm
96 30 cm
97 35 cm
98 40 cm or more
runway or runways non-operational due to snow, slush, ice,

99
large drifts or runway clearance, but depth not reported
depth of deposit operationally not significant or not

//
measurable.
Derived from:
Source Paragraph: Part III Attachment A 8. d) Table
Reference:
Note(36): If deposits of the type reported by the code figures 3, 7, 8 and 9 of code ER are
reported, the depth of deposits is normally not significant and two oblique strokes
(//) should be reported. Similarly, the depth of standing water should only be
reported if an accurate and representative measurement is guaranteed.
Derived from:
Source Paragraph: III. Attachment A 8.d Note 4

Status: Approved
Page 90 of 95
Reference:
15.10.6.5 Friction coefficient or braking action are denoted by two digits corresponding to the friction
coefficient or, if not available, the estimated braking action, in accordance with the following:
Derived from:
Source Paragraph: ICAO DOC 7754 Volume 2 Part III Attachment A 8.e
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 8.e;
a) The friction coefficient, denoted by the reported values, e.g.:

28 = friction coefficient 0.28
35 = friction coefficient 0.35
etc.
Derived from:
Source Paragraph: ICAO DOC 7754 Volume 2 Part III Attachment A 8.e.1
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 8.e.1;
b) The braking action, denoted by the following figures:

Derived from:
Source Paragraph: ICAO DOC 7754 Volume 2 Part III Attachment A 8.e.2
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 8.e.2;
Tab. 15-32 Runway Report - Braking Action
Designator Braking Action
95 good
94 medium / good
93 medium
92 medium / poor
91 poor
99 unreliable
// braking conditions not reported, runway not operational.
Derived from:
Source Paragraph: Part III Attachment A 8. e.2) Table
Reference:
Note(37): If measuring equipment does not allow measurement of friction with satisfactory
reliability, which may be the case when a runway is contaminated by wet snow,
slush or loose snow, the figure 99 should be reported.
Derived from:
Source Paragraph: III. Attachment A 8.e Note 2
Reference:
Note(38): If the braking conditions cannot be reported (e.g. due to runway clearance in
progress, runway not operational, runway conditions not watched during airport
closure, etc.) two oblique strokes (//) should be entered.
Derived from:

Status: Approved
Page 91 of 95
Source Paragraph: III. Attachment A 8.e Note 3
Reference:
15.10.6.6 The following 15.10.6.6 Tab. 15-33 shows runway state messages with special meaning, e.g.
runway clearance in progress:
Derived from:
Source Paragraph:
Reference: BOF W/B METAR 38 (2002); ICAO DOC 7754 Volume 2 Part III Attachment A 9 - 13.;
Tab. 15-33 Runway Report - Special Runway State Groups
Example Meaning Explanation
Dry snow covering 11% to

25% of runway, depth 15
mm, braking action medium Repetition of a previous report
99421594 to good; repetition of a is indicated by the figure 99 in
previous report, since a place of the runway designator.
new/valid report was not
available in time.
Runway clearance in progress

Runway 14 non- is indicated by the figure 99 in
14//99// operational due to runway place of the depth of deposit,
clearance in progress. other information indicated "not
available" by oblique strokes.
The end of contamination

conditions is indicated by the
88CLRD// All runways cleared.
code group "CLRD" following
the runway designator.
In case of an aerodrome being

closed due to snow on the
Aerodrome closed due to
SNOCLO runway(s), the runway state
snow on the runway(s).
group is replaced by the code
word "SNOCLO".
Derived from:
Source Paragraph:
Reference: ICAO DOC 7754 Volume 2 Part III Attachment A 9. - 13.;
15.10.7 Decoding of SNOWTAM

-
15.10.7
15.10.7.1 SNOWTAM contain the following information in the order indicated, designated by the
alphabetic indicator shown. Items, where in an actual SNOWTAM no information is to be
included, are dropped completely, together with their indicator:
Derived from:
Source Paragraph:
Reference: ICAO Annex 15 Appendix 2 2.; ICAO Annex 15 Appendix 2 1.b);
Tab. 15-34 Snowtam - Content and Item Code
Code
Description Instructions
Letter
A Aerodrome location indicator
8-figure group: month, day, hour,

B Date/time of observation
minute (UTC)

Status: Approved
Page 92 of 95
Code
Description Instructions
Letter
C Runway designator Lower runway designator number
Cleared runway length, if less than To be given in metres, if less than

D
published length published length is cleared
Cleared runway width, if less than "L" or "R" if offset left or right of
E
published width centre line
Combinations of the code

Deposits on each third of the numbers may be used;
F
runway, coded see 15.10.7.2 Tab. 15-35 for
decoding
Mean depth (mm) for each third of "XX" to indicate "not measurable"
G
total runway length or "operationally not significant"
Friction coefficient and measuring See 15.10.7.2 Tab. 15-37 for

H
device or estimated surface friction decoding
Height in centimetres and distance

from edge of runway in metres,
J Critical snowbanks
followed by left "L", right "R" or
both sides "LR".
"YES" if runway lights are

K Runway lights obscured, followed by left "L", right
"R" or both sides "LR".
Length/width to be cleared
L Further Clearance (metres) or "TOTAL" if runway will
be cleared to full dimensions.
Expected time of completing the Anticipated time of completion

M
further clearance (UTC).
Coded description of deposits on

the taxiways; "NO" if no taxiways
N Taxiway conditions serving the associated runway are
available; see 15.10.7.2 Tab.
15-35 for decoding.
"YES", if height more than 60 cm,

P Taxiway snowbanks followed by the lateral distance
apart (metres).
Coded description of deposits on

the apron; "NO" if the apron is
R Apron conditions
unusable; see 15.10.7.2 Tab.
15-35 for decoding.
Anticipated time of next

S
observation / measurement (UTC)
Any operationally significant

information; at least the extent of
Plain language remarks; extent of runway contamination for each
T
runway contamination third of the runway in coded form;
see 15.10.7.2 Tab. 15-36 for
decoding.
Derived from:
Source Paragraph:
Reference: ICAO Annex 15 Appendix 2;
15.10.7.2 In SNOWTAM, information on deposits, surface friction and extent of contamination is coded
as shown in 15.10.7.2 Tab. 15-35 , 15.10.7.2 Tab. 15-37 and 15.10.7.2 Tab. 15-36 below:

Status: Approved
Page 93 of 95
Derived from:
Source Paragraph:
Reference: ICAO Annex 15 Appendix 2 ;
Tab. 15-35 SNOWTAM - Decoding of Contaminants
Code Contaminant
NIL Clear and dry
1 Damp
2 Wet or water patches
3 Rime or frost covered (depth normally less than 1 mm)
4 Dry snow
5 Wet snow
6 Slush
7 Ice
8 Compacted or rolled snow
9 Frozen ruts or ridges
Derived from:
Source Paragraph:
Tab. 15-36 SNOWTAM - Decoding of Surface Friction
Measured or calculated coefficient

Estimated braking action Code
of friction
0.40 and above GOOD 5
0.39 - 0.36 MEDIUM TO GOOD 4
0.35 - 0.30 MEDIUM 3
0.29 - 0.26 MEDIUM TO POOR 2
0.25 and below POOR 1
unreliable UNRELIABLE 9
Derived from:
Source Paragraph:
Tab. 15-37 SNOWTAM - Decoding of Contaminants
Code Extent of contamination
10% less than 10% contaminated

Status: Approved
Page 94 of 95
Code Extent of contamination
25% 11-25% contaminated
Derived from:
Source Paragraph:

Status: Approved
Page 95 of 95

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Abteilungsrichtlinie ATM Nr.

Air Traffic Management

Status: Approved Version 2

Valid: 2006-11-23 - ufn

Document: Abteilungsrichtlinie ATM Nr. 10b

Document (Registration)code: AR ATM 010bE

Document Title: Air Traffic Management Manual / General

Document Short Title: ATMM/G

Volume Number: Volume 2

Volume Title: Air Traffic Services

Application Scope: ACG ATM

Content: BM ENRO, BM TERM

Validation: TERM/ATT, ENRO/ATE

Approval: Head of Department ATM

Publication: Head of Department ATM

Version: 2 ATMM/G Vol. 2

List of Figures ...................................................................................................................................xvi

List of Tables ...................................................................................................................................xvii

1 Air Traffic Services and Units..................................................................1-1

1.2 ATS - Organisation and Services.....................................................................................................1-9

1.3 Air Traffic Control............................................................................................................................1-11

1.4 Flight Information Service..............................................................................................................1-17

1.5 Alerting Service...............................................................................................................................1-22

1.6 Other Services Related to ATS......................................................................................................1-25

Version: 2 ATMM/G Vol. 2

2.2 Radio Communication Procedures.................................................................................................2-4

3.3 Procedures and Commitments......................................................................................................3-28

3.4 ATC Units Providing Services within Contiguous Areas............................................................3-42

3.5 Area Control Service and Approach Control Service..................................................................3-49

3.6 Approach Control Service and Aerodrome Control Service.......................................................3-53

Version: 2 ATMM/G Vol. 2

3.6.1 Division of Control............................................................................................................3-53

3.7 Control Positions within the Same Unit........................................................................................3-56

4.2 General Provisions..........................................................................................................................4-14

4.3 Vertical Separation..........................................................................................................................4-20

4.4 Procedural Separation....................................................................................................................4-23

4.5 Radar Separation.............................................................................................................................4-27

4.6 Separation in the Vicinity of Aerodromes.....................................................................................4-33

4.7 Exemptions from Separation Commitments................................................................................4-45

4.8 Wake Turbulence Separation.........................................................................................................4-48

Version: 2 ATMM/G Vol. 2

4.8.1 Application and Commitments..........................................................................................4-48

4.9 Loss of Separation..........................................................................................................................4-54

4.10 Essential Traffic Information..........................................................................................................4-56

5.2 VAS Generated Strips.....................................................................................................................5-13

5.3 Content of Flight Strips..................................................................................................................5-15

5.4 Strip Handling..................................................................................................................................5-35

5.5 Manual Stripmarking.......................................................................................................................5-37

5.6 Abbreviations and Symbols for Stripmarking..............................................................................5-41

Version: 2 ATMM/G Vol. 2

5.6.6 Stripmarking in Regard to Releases.................................................................................5-51

6.2 System Capabilities and Limitations.............................................................................................6-17

6.3 Use of SSR Transponders..............................................................................................................6-22

6.4 Level Information Based on Mode C.............................................................................................6-23

6.5 General Radar Procedures.............................................................................................................6-26

6.6 Use of Radar in the ATC Service...................................................................................................6-36

Version: 2 ATMM/G Vol. 2

6.7 Use of Radar in the APP Service...................................................................................................6-53

6.8 Use of Radar in the Aerodrome Control Service..........................................................................6-56

7 Wake Turbulence and Jet Blast Hazards................................................7-1

7.2 Jet Blast and Propeller Slip Stream.................................................................................................7-7

7.3 Wake Turbulence...............................................................................................................................7-8

8.2 Airborne Collision Avoidance System (ACAS)...............................................................................8-8